CN109278528B - Hybrid four-speed transmission drive system - Google Patents

Abstract

The invention discloses a hybrid four-speed transmission drive system, including a differential. The main reduction gear of the differential can be driven by a hybrid drive assembly or/and a pure electric drive assembly; the pure electric drive assembly at least includes The main drive motor and the third output shaft. The motor shaft of the main drive motor is fixed with the E first gear driving gear and the E second gear drive gear. The third output shaft is equipped with the E first gear driving gear. The E first gear driven gear meshes with the E second gear driven gear and the E second gear driven gear meshes with the E second gear driven gear. There is also an E first gear driven gear and an E second gear driven gear arranged between the E first gear driven gear and the E second gear driven gear. E synchronizer on the third output shaft. The beneficial effects of the present invention are mainly reflected in: the system can drive under pure electric working conditions, and has two gears to choose from. The gears can be switched as needed to reduce the requirements on the main drive motor. It can eliminate the impact feeling, the whole vehicle will not shake during driving, and the driving comfort is better.

Description

Hybrid four-speed transmission drive system

Technical field

The present invention relates to the technical field of hybrid vehicles, and specifically to a hybrid four-speed transmission drive system.

Background technique

With the increasing shortage of oil supply and the increasing environmental pollution, hybrid transverse transmission drive systems with good fuel economy, low emissions, fuel saving rate and power have attracted increasing attention.

Most of the existing hybrid transverse transmission drive systems use permanent magnet synchronous motors to provide power that is directly output to the main reduction gear of the differential or input to the input outer shaft of the generator. When the vehicle is running under single engine conditions When, that is, when the vehicle does not require the intervention of the permanent magnet synchronous motor, the permanent magnet synchronous motor also rotates. That is to say, the permanent magnet synchronous motor is "dragged", and the permanent magnet synchronous motor rotor will cause Moment of inertia. Excessive moment of inertia will have an impact on gear shifting, produce a sense of impact, cause the vehicle to vibrate, and result in poor driving comfort. Moreover, existing hybrid vehicles cannot shift gears when driving on pure electricity, and the gears are relatively single. Furthermore, in the process of energy recovery, because the speed ratio of the permanent magnet synchronous motor is relatively single, it cannot be adjusted according to road conditions and vehicle energy. Speed ratio conversion is required, but speed ratio conversion cannot be performed in real time, which means that energy recovery cannot be performed quantitatively in sections according to the energy demand of road conditions, thus not saving energy and causing waste. At this time, if the control system is not accurate, the energy demand and supply of the vehicle will be unbalanced, causing the vehicle to vibrate. This is what we usually call the "sensation" of the entire vehicle.

Contents of the invention

The purpose of the present invention is to overcome the shortcomings of the existing technology and provide a hybrid four-speed transmission drive system.

The purpose of the present invention is achieved through the following technical solutions:

A hybrid four-speed transmission drive system includes a differential, the main reduction gear of the differential can be driven by a hybrid drive assembly or/and a pure electric drive assembly; the pure electric drive assembly at least includes a The main drive motor and the third output shaft on the side of the differential. The motor shaft of the main drive motor is fixed with the E first gear driving gear and the E second gear driving gear. The third output shaft is equipped with the E first gear driving gear and the E second gear driving gear. The E first-speed driven gear meshes with the E first-speed driving gear and the E second-speed driven gear meshes with the E second-speed driving gear. The E first-speed driven gear and the E second-speed driven gear There is also an E synchronizer arranged on the third output shaft, and the E synchronizer can be selectively connected with the E first gear driven gear or the E second gear driven gear; the third output The shaft is also provided with a third connecting gear meshing with the main reduction gear of the differential.

Preferably, the hybrid drive assembly at least includes an input shaft assembly and an output shaft assembly that are arranged parallel to each other on the other side of the differential. The input shaft assembly and the output shaft assembly are connected to the D gear assembly through a D gear assembly. The main reduction gear transmission connection of the differential.

Preferably, the input shaft assembly is a solid input shaft that is rotatable in the gearbox housing. One end of the solid input shaft is connected to the engine through a clutch and a dual-mass flywheel, and the other end is connected to an auxiliary motor that can control its rotation.

Preferably, the rotor of the auxiliary motor is fixed on the input shaft.

Preferably, a first transmission gear is fixed on the motor shaft of the auxiliary motor, and a second transmission gear is fixed on the input shaft and meshes with the first transmission gear.

Preferably, the output shaft assembly includes a first output shaft and a second output shaft located on both sides of the input shaft in the gearbox housing, and the first output shaft is provided with the differential. The first connected gear meshed with the main reduction gear, the second output shaft is provided with a second connected gear meshed with the main reduction gear of the differential; the D gear assembly at least includes a fixed gear fixed on the input The first duplex gear and the second duplex gear on the shaft, as well as the D first gear driven gear that is sleeved on the first output shaft and meshes with the first duplex gear and the second duplex gear. The D second-speed driven gear is meshed with the connecting gear. There is also a D-second synchronizer provided on the first output shaft between the D first-speed driven gear and the D second-speed driven gear. D-2 synchronizer can be selectively connected to the D first-gear driven gear or the D second-gear driven gear; the D gear assembly also includes an empty sleeve on the second output shaft and the first dual-gear The D third-speed driven gear meshes with the second double gear and the D fourth-speed driven gear meshes with the second double gear. There is also a D third-speed driven gear and the D fourth-speed driven gear between the D third-speed driven gear and the D fourth-speed driven gear. A D third and fourth synchronizer is provided on the second output shaft, and the D third and fourth synchronizer can be selectively connected to the D third gear driven gear or the D fourth gear driven gear.

Preferably, the input shaft assembly is a rotatable solid input shaft disposed in the gearbox housing. One end of the solid input shaft is fixedly connected to the engine through a dual-mass flywheel, and the other end is rigidly connected to the pressure plate of the clutch and the rotor of the auxiliary motor. Connected, the friction plate of the clutch is fixedly connected to the hollow input shaft that is sleeved on the solid input shaft.

Preferably, the input shaft assembly includes a solid input shaft arranged in the gearbox housing. One end of the solid input shaft is fixedly connected to the engine through the pressure plate of the clutch and the dual-mass flywheel. The other end of the solid input shaft is connected to the engine. The rotor of the auxiliary motor is connected; a hollow input shaft fixedly connected to the friction plate of the clutch is mounted on the solid input shaft.

Preferably, the output shaft assembly includes a first output shaft and a second output shaft located on both sides of the input shaft in the gearbox housing, and the first output shaft is provided with the differential. The first connected gear meshed with the main reduction gear, the second output shaft is provided with a second connected gear meshed with the main reduction gear of the differential; the D gear assembly at least includes a fixed gear in the hollow The first duplex gear and the second duplex gear on the input shaft, as well as the D first gear driven gear that is sleeved on the first output shaft and meshes with the first duplex gear and the second duplex gear. The D second gear driven gear is meshed with the connecting gear. There is also a D one to two synchronizer arranged on the first output shaft between the D first gear driven gear and the D second gear driven gear. One or two synchronizers are selectively connected to the D first gear driven gear or the D second gear driven gear; the D gear assembly also includes an empty sleeve on the second output shaft and a connection with the first double gear. The gear meshing D third-speed driven gear and the D fourth-speed driven gear meshing with the second double gear, there is also a D third-speed driven gear and a D fourth-speed driven gear provided between the D third-speed driven gear and the D fourth-speed driven gear. The D three-fourth synchronizer on the second output shaft is selectively connected to the D third-speed driven gear or the D fourth-speed driven gear.

Preferably, it also includes a parking ratchet, which can be disposed on either end of the third output shaft.

The beneficial effects of the present invention are mainly reflected in:

1. This system can drive under pure electric conditions. There are two gears to choose from. The gears can be switched as needed to reduce the requirements on the main drive motor. In addition, when this system is driving under single-engine operating conditions, the E synchronizer is not in gear, the main drive motor will not be "dragged", the main drive motor rotor will not rotate, will not generate rotational inertia, and will not reverse The impact is caused by the gear shifting, eliminating the impact feeling, the whole vehicle will not shake, and the driving comfort is better;

2. The main drive motor is installed on the other side of the differential. Its layout is more flexible and can make more reasonable use of the space in the gearbox housing. At the same time, the length of the main drive motor is equivalent to the sum of the lengths of the D gear assembly and the auxiliary motor. That is, the main drive motor can be designed to be larger in size to increase the power of the auxiliary motor and have better power performance under pure electric power;

3. In the second embodiment, the auxiliary motor adopts an offset setting and is not on the same axis as the engine. The transmission assembly can meet the rotation speed, torque, etc. required by the anti-drag engine. An auxiliary motor with a smaller size can be selected to reduce the drag. cost, and at the same time, it facilitates the design layout and makes the layout more reasonable.

4. When the vehicle starts, the clutch is in a disengaged state, and the main drive motor is used to drive the vehicle to a speed where the engine can work in the high-efficiency economic zone. The auxiliary motor starts the engine in advance and makes it intervene in the drive at the speed of the high-efficiency economic zone, realizing Parallel hybrid can gradually replace the main drive motor drive, which can greatly reduce fuel consumption and save costs;

5. During the engine shifting process, the main drive motor supplements the power difference to ensure that the power is not interrupted when the system shifts gears, improving driving comfort;

6. Remove the reverse gear in the traditional sense and realize the reverse gear by reversing the main drive motor;

7. When the main drive motor works alone, if the battery pack power is lower than a certain set value, the auxiliary motor starts the engine. The engine starts to the high-efficiency economic zone and uses the auxiliary motor to generate electricity to directly drive the active motor or charge the battery pack. Start when parking to replenish the battery pack;

8. When the vehicle is braking, energy is recovered through the main drive motor to avoid energy waste;

9. The engine can work in any gear, achieving a wider range of intervention and suitable for more complex working conditions;

10. When the engine is connected in parallel to the system, the auxiliary motor can generate a load to make the engine work as close to the university campus as possible, and the generated load can be used for power generation, which is more energy-saving;

11. In the first and second embodiments, when a large torque input is required under special working conditions, such as rapid acceleration, starting on a steep slope, etc., and the output of the main drive motor is insufficient, the auxiliary motor can cooperate with the main drive motor through the shaft system. Work;

12. This system is more compact, light in weight and small in size, which is beneficial to the whole vehicle.

Description of drawings

The technical solution of the present invention will be further described below in conjunction with the accompanying drawings:

Figure 1: Structural diagram of the first embodiment of the present invention;

Figure 2: Structural diagram of the second embodiment of the present invention;

Figure 3: Structural diagram of the third embodiment of the present invention;

Figure 4: Schematic structural diagram of the fourth embodiment of the present invention.

Detailed ways

The present invention will be described in detail below with reference to the specific embodiments shown in the accompanying drawings. However, these embodiments are not limited to the present invention. Structural, method, or functional changes made by those of ordinary skill in the art based on these embodiments are all included in the protection scope of the present invention.

As shown in Figure 1, the present invention discloses a hybrid four-speed transmission drive system, including a differential 100. The main reduction gear 101 of the differential 100 can be driven by a hybrid drive assembly or/and a pure electric drive assembly. , the main reduction gear 101 of the differential 100 is connected to the wheel hub of the vehicle.

In the present invention, the pure electric drive assembly at least includes a main drive motor 9 and a third output shaft 8 arranged on one side of the differential 100. The main drive motor 9 has a fixed E gear on its motor shaft. Driving gear 91 and E second gear driving gear 92. The third output shaft 8 is provided with an E first gear driven gear 81 meshing with the E first gear driving gear 91 and an E second gear driving gear 92. The meshed E second gear driven gear 82 is also provided with an E synchronizer 83 provided on the third output shaft 8 between the E first gear driven gear 81 and the E second gear driven gear 82, so The E synchronizer 83 is selectively connected to the E first gear driven gear 81 or the E second gear driven gear 82; the third output shaft 8 is also provided with a main reduction gear connected to the differential 100 101 meshes with the third connected gear 84. The technical effect of its distinguishing technical features is: when the vehicle is driven by hybrid power, the E synchronizer is not transmission connected with the E first gear driven gear or the E second gear driven gear, that is to say, the E synchronizer is not connected to the E first gear driven gear or the E second gear driven gear. The E synchronizer will cut off the power fed back to the main drive motor through the third output shaft when the engine is rotating. Therefore, the main drive motor will not be "dragged", the main drive motor rotor will not rotate, will not generate rotational inertia, will not have an impact on gear shifting, and eliminate the impact feeling existing in the existing technology. , the whole vehicle will not shake and the driving comfort is better.

The hybrid drive assembly at least includes an input shaft assembly and an output shaft assembly that are parallel to each other on the other side of the differential 100. The input shaft assembly is a solid input shaft 1 that is rotatably provided in the gearbox housing. One end of the solid input shaft 1 is connected to the engine 3 through the clutch 2 and the dual-mass flywheel, and the other end is fixedly connected to the rotor of the auxiliary motor 4 . In the above, the auxiliary motor 4 is an integrated vehicle starter and generator integrated on the solid input shaft 1. To put it simply, it directly replaces the traditional motor with a motor with a larger transient power to start the vehicle in a short time during the starting stage. It can start the engine, reduce idling loss and pollution of the engine, realize parallel contact, and directly drag the engine 3 to its high-efficiency economic zone. During braking, the auxiliary motor 4 can also achieve the energy-saving effect of regenerating electricity and recovering braking energy. In short, this is a low-cost energy-saving and environmentally friendly solution between hybrid and traditional cars.

The solid input shaft 1 and the output shaft assembly are drivingly connected to the main reduction gear 101 of the differential 100 through a D gear assembly. Specifically, the output shaft assembly includes a first output shaft 6 and a second output shaft 7 located on both sides of the input shaft 1 in the gearbox housing. The first output shaft 6 is provided with the The first connecting gear 64 meshes with the main reduction gear 101 of the differential 100, and the second connecting gear 74 is provided on the second output shaft 7 and meshes with the main reduction gear 101 of the differential 100; The D gear assembly at least includes a first duplex gear 11 and a second duplex gear 12 fixed on the input shaft 1 , and is sleeved on the first output shaft 6 and the first duplex gear 11 The meshing D first gear driven gear 61 and the D second gear driven gear 62 meshing with the second duplex gear 12, between the D first gear driven gear 61 and the D second gear driven gear 62 There is also a D-2 synchronizer 63 provided on the first output shaft 6. The D-2 synchronizer 63 can be selectively connected to the D first-speed driven gear 61 or the D second-speed driven gear 62. Transmission connection; the D gear assembly also includes a D third-speed driven gear 71 that is sleeved on the second output shaft 7 and meshes with the first duplex gear 11 and a D third-speed driven gear 71 that is meshed with the second duplex gear 12 The D fourth-speed driven gear 72 is meshed. There is also a D third-speed synchronizer 73 provided on the second output shaft 7 between the D third-speed driven gear 71 and the D fourth-speed driven gear 72 . , the D third and fourth synchronizer 73 is selectively connected to the D third speed driven gear 71 or the D fourth speed driven gear 72 .

Further, the present invention also includes a parking ratchet 85, which can be disposed on either end of the third output shaft 8. Of course, the parking ratchet 85 can also be disposed on the second output shaft or the second output shaft. The first output shaft is within the protection scope of the present invention and is not specifically limited. The main reduction gear of the differential mentioned above can be driven by hybrid or/and pure electric drive. That is to say, during the hybrid process, the power on the engine 3 and the main drive motor 9 can be added. And because power is a physical quantity that measures the maximum speed of a car, the greater the power, the greater the top speed, and the better its climbing performance and acceleration performance. At the same time, the engine 3 and the main drive motor 9 are independent driving devices and can output and contribute torque independently of each other.

The design gist of the present invention is that when the vehicle is driven by the main drive motor alone, the vehicle can be driven to a high-efficiency economizer. When the vehicle enters the operating speed of the high-efficiency economic zone, the auxiliary motor starts the engine in advance and makes the vehicle operate in a high-efficiency economic zone. It intervenes in driving at vehicle speeds in the high-efficiency economic zone to achieve parallel hybrid driving, and can gradually replace motor driving, which can greatly reduce fuel consumption and save costs. At the same time, when the engine is shifting gears, the main drive motor can supplement the power difference to ensure that the power is not interrupted when the system shifts gears, improving driving comfort.

The working process of the first embodiment of the present invention is briefly described below:

When the car is in reverse pure electric drive mode, the engine 3 does not transmit power. The main drive motor 9 starts and reverses, and its power transmission route is as follows: main drive motor 9—E first gear driving gear 91—E first gear driven gear 81—third output shaft 8—third connected gear 84—differential The main reduction gear 101 of the transmission 100 completes the power transmission. If special working conditions are encountered, such as rapid acceleration, steep slope starting, etc. when large torque input is required, the auxiliary motor 4 can also be started, and its power transmission is as follows: auxiliary motor 4 - solid input shaft 1 - first double gear 11 - D first gear driven gear 61 - D - second synchronizer 63 - first output shaft 6 - first connecting gear 64 - main reduction gear 101 of differential 100 to complete power transmission.

When the car is in the first gear pure electric driving mode, the engine 3 does not transmit power. The main drive motor 9 is started, and its power transmission route is as follows: main drive motor 9 - E first gear driving gear 91 - E first gear driven gear 81 - third output shaft 8 - third connected gear 84 - differential The main reduction gear 101 of 100 completes the power transmission. If special working conditions are encountered, such as rapid acceleration, steep slope starting, etc. when large torque input is required, the auxiliary motor 4 can also be started, and its power transmission is as follows: auxiliary motor 4 - solid input shaft 1 - first double gear 11 - D first gear driven gear 61 - D - second synchronizer 63 - first output shaft 6 - first connecting gear 64 - main reduction gear 101 of differential 100 to complete power transmission.

When the car is in the second gear pure electric drive mode, the engine 3 does not transmit power. The main drive motor 9 is started, and its power transmission route is as follows: main drive motor 9 - E second gear driving gear 92 - E second gear driven gear 82 - E synchronizer 83 - third output shaft 8 - third connected gear 84 ——The main reduction gear 101 of the differential 100 completes power transmission. If special working conditions are encountered, such as rapid acceleration, steep slope starting, etc. when large torque input is required, the auxiliary motor 4 can also be started, and its power transmission is as follows: auxiliary motor 4 - solid input shaft 1 - first double gear 11 - D first gear driven gear 61 - D - second synchronizer 63 - first output shaft 6 - first connecting gear 64 - main reduction gear 101 of differential 100 to complete power transmission.

When the car is in the first gear hybrid driving mode, the auxiliary motor 4 pre-starts the engine 3 and drags it back to the high-efficiency economic zone. At this time, the clutch 2 is closed, and its power transmission route is as follows: Engine 3 —Dual mass flywheel—Clutch 2—Solid input shaft 1—First duplex gear 11—D first gear driven gear 61—D first and second synchronizers 63—First output shaft 6—First connected gear 64—Differential The main reduction gear 101 of 100 completes the power transmission. At the same time, during the shifting process, the main drive motor can be started to supplement the power difference to ensure that the power is not interrupted when the system shifts gears, improving driving comfort. The power transmission route is as follows: main drive motor 9-E first gear active Gear 91 - E first gear driven gear 81 - third output shaft 8 - third connecting gear 84 - main reduction gear 101 of differential 100 to complete power transmission.

When the car is in the second, third and fourth gear hybrid drive modes, the power transmission route is the same as when the car is in the first gear hybrid drive mode, so I won’t go into details. In addition, in the present invention, the arrangement of gear positions is just an embodiment of the present invention for ease of understanding. Of course, it can also be arranged in other ways, and other arrangements are within the scope of the present invention, and therefore will not be described again.

As shown in Figure 2, it is the second embodiment of the present invention. Compared with the first embodiment, the difference is the connection structure between the solid input shaft and the auxiliary motor. Specifically, the motor shaft of the auxiliary motor 4 is fixed on the motor shaft. A first transmission gear 41 is provided, and a second transmission gear 13 meshed with the first transmission gear 41 is fixed on the input shaft 1 . At this time, the central axis of the auxiliary motor 4 and the central axis of the engine 3 are on a different axis. The technical effect is that by reasonably adjusting the specifications of the first transmission gear 41 and the second transmission gear 13, It can meet the speed, torque, etc. required by the anti-trail engine, and a smaller auxiliary motor can be selected to reduce costs. At the same time, it facilitates the design and layout and makes the layout more reasonable.

As shown in Figure 3, the third embodiment of the present invention discloses a hybrid four-speed transmission drive system, including a differential 100. The main reduction gear 101 of the differential 100 can be driven by a hybrid drive assembly or/and a pure The electric drive assembly is driven, wherein the hybrid drive assembly at least includes an input shaft assembly and an output shaft assembly that are parallel to each other on the other side of the differential 100, and the input shaft assembly is disposed in the gearbox housing and can A solid input shaft 1 that rotates. One end of the solid input shaft 1 is fixedly connected to the engine 3 through a dual-mass flywheel, and the other end is rigidly connected to the pressure plate 21 of the clutch 2 and the rotor of the auxiliary motor 4. The friction of the clutch 2 The disk 22 is fixedly connected to the hollow input shaft 5 which is hollowly sleeved on the solid input shaft 1 .

Further, the output shaft assembly includes a first output shaft 6 and a second output shaft 7 located on both sides of the input shaft 1 in the gearbox housing. The first output shaft 6 is provided with the The first connecting gear 64 meshes with the main reduction gear 101 of the differential 100, and the second connecting gear 74 is provided on the second output shaft 7 and meshes with the main reduction gear 101 of the differential 100; The D gear assembly at least includes a first duplex gear 51 and a second duplex gear 52 fixed on the hollow input shaft 5 , and the first duplex gear 51 and the second duplex gear 52 are hollowly sleeved on the first output shaft 6 51 meshes with the D first gear driven gear 61 and the D second gear driven gear 62 meshes with the second duplex gear 52. There is also a gap between the D first gear driven gear 61 and the D second gear driven gear 62. There is a D-2 synchronizer 63 provided on the first output shaft 6. The D-2 synchronizer 63 can selectively transmit with the D first-speed driven gear 61 or the D second-speed driven gear 62. connection; the D gear assembly also includes a D third-speed driven gear 71 that is sleeved on the second output shaft 7 and meshes with the first double gear 51 and a D third gear driven gear 71 that meshes with the second double gear 52. D fourth-speed driven gear 72. There is also a D third-speed and fourth-speed synchronizer 73 provided on the second output shaft 7 between the D third-speed driven gear 71 and the D fourth-speed driven gear 72. The D third-speed synchronizer 73 is selectively connected with the D third-speed driven gear 71 or the D fourth-speed driven gear 72 .

The working process of the third embodiment of the present invention is briefly described below:

When the car is in reverse pure electric drive mode, the engine 3 does not transmit power. The main drive motor 9 starts and reverses, and its power transmission route is as follows: main drive motor 9—E first gear driving gear 91—E first gear driven gear 81—third output shaft 8—third connected gear 84— The main reduction gear 101 of the differential 100 completes power transmission.

When the car is in the first gear pure electric driving mode, the engine 3 does not transmit power. The main drive motor 9 is started, and its power transmission route is as follows: main drive motor 9 - E first gear driving gear 91 - E first gear driven gear 81 - third output shaft 8 - third connected gear 84 - differential The main reduction gear 101 of 100 completes the power transmission.

When the car is in the second gear pure electric drive mode, the engine 3 does not transmit power. The main drive motor 9 is started, and its power transmission route is as follows: main drive motor 9 - E second gear driving gear 92 - E second gear driven gear 82 - E synchronizer 83 - third output shaft 8 - third connected gear 84 ——The main reduction gear 101 of the differential 100 completes power transmission.

When the car is in the first gear hybrid driving mode, the auxiliary motor 4 pre-starts the engine 3 and drags it back to the high-efficiency economic zone. At this time, the clutch 2 is closed, and its power transmission route is as follows: Engine 3 —Dual mass flywheel—Solid input shaft 1—Auxiliary motor 4—Clutch 2—Solid input shaft 1—First duplex gear 51—D first gear driven gear 61—D first and second synchronizers 63—First output shaft 6— The first connected gear 64—the main reduction gear 101 of the differential 100—completes power transmission. At the same time, during the shifting process, the main drive motor can be started to supplement the power difference to ensure that the power is not interrupted when the system shifts gears, improving driving comfort. The power transmission route is as follows: main drive motor 9-E first gear active Gear 91 - E first gear driven gear 81 - third output shaft 8 - third connecting gear 84 - main reduction gear 101 of differential 100 to complete power transmission.

When the car is in the second, third and fourth gear hybrid drive modes, the power transmission route is the same as when the car is in the first gear hybrid drive mode, so I won’t go into details. In addition, in the present invention, the arrangement of gear positions is just an embodiment of the present invention for ease of understanding. Of course, it can also be arranged in other ways, and other arrangements are within the scope of the present invention, and therefore will not be described again.

As shown in Figure 4, a fourth embodiment of the present invention discloses a hybrid four-speed transmission drive system, including a differential 100. The main reduction gear 101 of the differential 100 can be driven by a hybrid drive assembly or/ and driven by a pure electric drive assembly, wherein the hybrid drive assembly at least includes an input shaft assembly and an output shaft assembly arranged parallel to each other on the other side of the differential 100 , and the input shaft assembly includes an input shaft assembly arranged on the gearbox housing The solid input shaft 1 in the body, one end of the solid input shaft 1 is fixedly connected to the engine 3 through the pressure plate 21 of the clutch 2 and the dual-mass flywheel, and the other end of the solid input shaft 1 is connected to the rotor of the auxiliary motor 4; so The solid input shaft 1 is covered with a hollow input shaft 5 which is fixedly connected to the friction plate 22 of the clutch 2 . Further, the output shaft assembly includes a first output shaft 6 and a second output shaft 7 located on both sides of the input shaft 1 in the gearbox housing. The first output shaft 6 is provided with the The first connecting gear 64 meshes with the main reduction gear 101 of the differential 100, and the second connecting gear 74 is provided on the second output shaft 7 and meshes with the main reduction gear 101 of the differential 100; The D gear assembly at least includes a first duplex gear 51 and a second duplex gear 52 fixed on the hollow input shaft 5 , and the first duplex gear 51 and the second duplex gear 52 are hollowly sleeved on the first output shaft 6 51 meshes with the D first gear driven gear 61 and the D second gear driven gear 62 meshes with the second duplex gear 52. There is also a gap between the D first gear driven gear 61 and the D second gear driven gear 62. There is a D-2 synchronizer 63 provided on the first output shaft 6. The D-2 synchronizer 63 can selectively transmit with the D first-speed driven gear 61 or the D second-speed driven gear 62. connection; the D gear assembly also includes a D third-speed driven gear 71 that is sleeved on the second output shaft 7 and meshes with the first double gear 51 and a D third gear driven gear 71 that meshes with the second double gear 52. D fourth-speed driven gear 72. There is also a D third-speed and fourth-speed synchronizer 73 provided on the second output shaft 7 between the D third-speed driven gear 71 and the D fourth-speed driven gear 72. The D third-speed synchronizer 73 is selectively connected with the D third-speed driven gear 71 or the D fourth-speed driven gear 72 .

The working process of the fourth embodiment of the present invention is briefly described below:

When the car is in reverse pure electric drive mode, the engine 3 does not transmit power. The main drive motor 9 starts and reverses, and its power transmission route is as follows: main drive motor 9—E first gear driving gear 91—E first gear driven gear 81—third output shaft 8—third connected gear 84— The main reduction gear 101 of the differential 100 completes power transmission.

When the car is in the first gear pure electric driving mode, the engine 3 does not transmit power. The main drive motor 9 is started, and its power transmission route is as follows: main drive motor 9 - E first gear driving gear 91 - E first gear driven gear 81 - third output shaft 8 - third connected gear 84 - differential The main reduction gear 101 of 100 completes the power transmission.

When the car is in the second gear pure electric drive mode, the engine 3 does not transmit power. The main drive motor 9 is started, and its power transmission route is as follows: main drive motor 9 - E second gear driving gear 92 - E second gear driven gear 82 - E synchronizer 83 - third output shaft 8 - third connected gear 84 ——The main reduction gear 101 of the differential 100 completes power transmission.

When the car is in the first gear hybrid driving mode, the auxiliary motor 4 pre-starts the engine 3 and drags it back to the high-efficiency economic zone. At this time, the clutch 2 is closed, and its power transmission route is as follows: Engine 3 —Dual mass flywheel—Solid input shaft 1—Pressure plate 21—Friction disc 22—Hollow input shaft 5—First duplex gear 51—D first gear driven gear 61—D first and second synchronizers 63—First output shaft 6 - The first connected gear 64 - the main reduction gear 101 of the differential 100, completing power transmission. At the same time, during the shifting process, the main drive motor can be started to supplement the power difference to ensure that the power is not interrupted when the system shifts gears, improving driving comfort. The power transmission route is as follows: main drive motor 9-E first gear active Gear 91 - E first gear driven gear 81 - third output shaft 8 - third connecting gear 84 - main reduction gear 101 of differential 100 to complete power transmission.

When the car is in the second, third and fourth gear hybrid drive modes, the power transmission route is the same as when the car is in the first gear hybrid drive mode, so I won’t go into details. In addition, in the present invention, the arrangement of gear positions is just an embodiment of the present invention for ease of understanding. Of course, it can also be arranged in other ways, and other arrangements are within the scope of the present invention, and therefore will not be described again.

The beneficial effects of the present invention are mainly reflected in:

1. This system can drive under pure electric conditions. There are two gears to choose from. The gears can be switched as needed to reduce the requirements on the main drive motor. In addition, when this system is driving under single-engine operating conditions, the E synchronizer is not in gear, the main drive motor will not be "dragged", the main drive motor rotor will not rotate, will not generate rotational inertia, and will not reverse The impact is caused by the gear shifting, eliminating the impact feeling, the whole vehicle will not shake, and the driving comfort is better;

2. The main drive motor is installed on the other side of the differential. Its layout is more flexible and can make more reasonable use of the space in the gearbox housing. At the same time, the length of the main drive motor is equivalent to the sum of the lengths of the D gear assembly and the auxiliary motor. That is, the main drive motor can be designed to be larger in size to increase the power of the auxiliary motor and have better power performance under pure electric power;

3. In the second embodiment, the auxiliary motor adopts an offset setting and is not on the same axis as the engine. The transmission assembly can meet the rotation speed, torque, etc. required by the anti-drag engine. An auxiliary motor with a smaller size can be selected to reduce the drag. cost, and at the same time, it facilitates the design layout and makes the layout more reasonable.

4. When the vehicle starts, the clutch is in a disengaged state, and the main drive motor is used to drive the vehicle to a speed where the engine can work in the high-efficiency economic zone. The auxiliary motor starts the engine in advance and makes it intervene in the drive at the speed of the high-efficiency economic zone, realizing Parallel hybrid can gradually replace the main drive motor drive, which can greatly reduce fuel consumption and save costs;

5. During the engine shifting process, the main drive motor supplements the power difference to ensure that the power is not interrupted when the system shifts gears, improving driving comfort;

6. Remove the reverse gear in the traditional sense and realize the reverse gear by reversing the main drive motor;

7. When the main drive motor works alone, if the battery pack power is lower than a certain set value, the auxiliary motor starts the engine. The engine starts to the high-efficiency economic zone and uses the auxiliary motor to generate electricity to directly drive the active motor or charge the battery pack. Start when parking to replenish the battery pack;

8. When the vehicle is braking, energy is recovered through the main drive motor to avoid energy waste;

9. The engine can work in any gear, achieving a wider range of intervention and suitable for more complex working conditions;

10. When the engine is connected in parallel to the system, the auxiliary motor can generate a load to make the engine work as close to the university campus as possible, and the generated load can be used for power generation, which is more energy-saving;

11. In the first and second embodiments, when a large torque input is required under special working conditions, such as rapid acceleration, starting on a steep slope, etc., and the output of the main drive motor is insufficient, the auxiliary motor can cooperate with the main drive motor through the shaft system. Work;

12. This system is more compact, light in weight and small in size, which is beneficial to the whole vehicle.

In order to reduce the overall mass, the solid shaft appearing in the embodiment of the present invention can be replaced with a hollow shaft.

It should be understood that although this specification is described in terms of implementations, not each implementation only contains an independent technical solution. This description of the specification is only for the sake of clarity. Persons skilled in the art should take the specification as a whole and understand each individual solution. The technical solutions in the embodiments can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

The series of detailed descriptions listed above are only specific descriptions of feasible implementations of the present invention. They are not intended to limit the protection scope of the present invention. Any equivalent implementations or implementations that do not deviate from the technical spirit of the present invention are not intended to limit the protection scope of the present invention. All changes should be included in the protection scope of the present invention.

Claims (1)

1. The hybrid four-speed transmission driving system comprises a differential (100), wherein a main reduction gear (101) of the differential (100) is driven by a hybrid driving assembly or/and a pure electric driving assembly; the method is characterized in that: the pure electric drive assembly at least comprises a main drive motor (9) and a third output shaft (8) which are arranged on one side of the differential mechanism (100), an E first-gear drive gear (91) and an E second-gear drive gear (92) are fixedly arranged on a motor shaft of the main drive motor (9), an E first-gear driven gear (81) meshed with the E first-gear drive gear (91) and an E second-gear driven gear (82) meshed with the E second-gear drive gear (92) are arranged on the third output shaft (8), an E synchronizer (83) arranged between the E first-gear driven gear (81) and the E second-gear driven gear (82) is arranged between the E first-gear driven gear (81) and the E second-gear driven gear (82), and the E synchronizer (83) is in transmission connection with the E first-gear driven gear (81) or the E second-gear driven gear (82) selectively; a third connecting gear (84) meshed with a main reduction gear (101) of the differential mechanism (100) is further arranged on the third output shaft (8);

the hybrid driving assembly at least comprises an input shaft assembly and an output shaft assembly which are arranged on the other side of the differential mechanism (100) and are parallel to each other, and the input shaft assembly and the output shaft assembly are in transmission connection with a main reduction gear (101) of the differential mechanism (100) through a D gear assembly;

the input shaft assembly is a solid input shaft (1) which is arranged in the gearbox shell and can rotate, one end of the solid input shaft (1) is fixedly connected with an engine (3) through a dual-mass flywheel, the other end of the solid input shaft is rigidly connected with a rotor of an auxiliary motor (4) through a pressure plate (21) of a clutch (2), the auxiliary motor (4) is an automobile starting and power generation integrated machine and is integrated on the solid input shaft (1), and a friction disc (22) of the clutch (2) is fixedly connected with a hollow input shaft (5) which is sleeved on the solid input shaft (1);

the output shaft assembly comprises a first output shaft (6) and a second output shaft (7) which are arranged in the gearbox shell and positioned at two sides of the solid input shaft (1), a first connecting gear (64) meshed with a main reduction gear (101) of the differential mechanism (100) is arranged on the first output shaft (6), and a second connecting gear (74) meshed with the main reduction gear (101) of the differential mechanism (100) is arranged on the second output shaft (7); the D gear assembly at least comprises a first duplex gear (51) and a second duplex gear (52) which are fixedly arranged on the hollow input shaft (5), a D first-gear driven gear (61) which is sleeved on the first output shaft (6) and meshed with the first duplex gear (51) and a D second-gear driven gear (62) which is meshed with the second duplex gear (52), a D second synchronizer (63) which is arranged on the first output shaft (6) is arranged between the D first-gear driven gear (61) and the D second-gear driven gear (62), and the D second synchronizer (63) is in transmission connection with the D first-gear driven gear (61) or the D second-gear driven gear (62) selectively; the D gear assembly further comprises a D three-gear driven gear (71) which is sleeved on the second output shaft (7) and meshed with the first duplex gear (51) and a D four-gear driven gear (72) which is meshed with the second duplex gear (52), a D three-four synchronizer (73) which is arranged on the second output shaft (7) is further arranged between the D three-gear driven gear (71) and the D four-gear driven gear (72), and the D three-four synchronizer (73) is in transmission connection with the D three-gear driven gear (71) or the D four-gear driven gear (72) selectively;

the hybrid four-speed transmission driving system further comprises a parking ratchet wheel (85), and the parking ratchet wheel (85) is arranged at any end of the third output shaft (8).