CN110901366B - Hybrid gearbox, hybrid driving system and automobile - Google Patents

Abstract

The present invention relates to a hybrid power transmission, a hybrid power drive system and a car, wherein the hybrid power transmission comprises a first motor, an outer input shaft assembly, an inner input shaft assembly, a second motor and an output shaft assembly. The above scheme provided by the present application can obtain different power combinations and different gears between the engine, the first motor and the second motor by controlling the positions of the first clutch, the second clutch, the third clutch and the synchronizer, thereby realizing a variety of power modes, so that the car can obtain the best power under various working conditions. Compared with a hybrid powertrain using a traditional transmission, the present invention removes the traditional transmission device, and the overall structure is compact, which is conducive to the layout of the cabin; compared with a hybrid powertrain using a reduction gear mechanism, the requirements for the drive motor power, torque and maximum speed are reduced without affecting the vehicle's power.

Description

Hybrid transmission, hybrid drive system and automobile

Technical Field

The present invention relates to the technical field of hybrid power vehicles, and in particular to a hybrid power transmission, a hybrid power drive system and a vehicle.

Background Art

A hybrid vehicle is a vehicle that has at least two power sources that can operate simultaneously. The most common oil-electric hybrid vehicle uses on-board batteries and fuel as a common energy source, and a traditional internal combustion engine and electric motor to provide driving force. It has the functions of pure electric drive, engine drive, hybrid drive of engine and motor, and brake energy recovery. Compared with traditional vehicles driven by internal combustion engines, the fuel consumption and emission levels of hybrid vehicles have been greatly improved, which is of great significance to environmental protection and energy conservation.

Among the existing hybrid vehicles, some vehicles are equipped with traditional transmissions. With this structural form, the torque of the power source can adapt well to various driving conditions, whether in engine drive mode or pure electric drive mode, but the disadvantages are complex structure, large size, high cost, and inconvenient layout in the car cabin; another part of the vehicles cancel the traditional transmission and directly use the reduction gear set for deceleration and torque increase. Although this structural form is compact, it has high requirements on the power, torque and maximum speed of the motor. When the vehicle accelerates or drives on a slope, the motor is required to have a large output torque, and when the vehicle is driving at high speed, the motor is required to have a very high speed. At the same time, due to the single reduction ratio, the engine can only drive the vehicle in a specific speed range (generally in the high-speed area), which affects the power of the vehicle, and the engine is difficult to work in the range that requires pure engine high-efficiency driving.

Summary of the invention

Based on this, it is necessary to provide a hybrid transmission, a hybrid drive system and a vehicle to address the problems that the hybrid power device of the traditional transmission has a complex structure, large size and is not conducive to layout; or the hybrid powertrain using a reduction mechanism has high requirements on the drive motor power, torque and maximum speed, resulting in poor vehicle dynamics.

A hybrid power transmission comprises a first motor, an outer input shaft assembly, an inner input shaft assembly, a second motor and an output shaft assembly;

The outer input shaft assembly includes an outer input shaft and a first clutch, a third clutch and a second clutch sequentially arranged on the outer input shaft in the axial direction; the first motor is connected to the first clutch;

The inner input shaft assembly comprises an inner input shaft and a second gear driving gear, a first gear driving gear and a third gear driving gear arranged in sequence on the inner input shaft in the axial direction; the inner input shaft is connected to the outer input shaft through the second clutch, and the second gear driving gear is connected to the outer input shaft through the third clutch;

The output gear on the second motor is meshed with the third-speed driving gear through an idler gear;

The output shaft assembly includes an output shaft and a second-gear driven gear, a first-gear driven gear, a synchronizer and a third-gear driven gear arranged in sequence on the output shaft in the axial direction, the second-gear driven gear meshes with the second-gear driving gear, the first-gear driven gear meshes with the first-gear driving gear, and the third-gear driven gear meshes with the third-gear driving gear;

The synchronizer cooperates with the first-gear driven gear or the third-gear driven gear under the action of the shift fork.

In one embodiment, the synchronizer includes a synchronizer hub and a synchronizer sleeve matched with the synchronizer hub, the synchronizer hub is arranged on the output shaft, and the synchronizer sleeve is matched with the first gear driven gear or the third gear driven gear under the action of a shift fork.

In one of the embodiments, a differential assembly is further included, wherein a main reducer driven gear on the differential assembly is meshed with a main reducer driving gear on the output shaft.

In one embodiment, the first motor is a disc motor, and the first clutch is disposed in a rotor of the first motor.

In one embodiment, the first clutch, the second clutch and the third clutch are all wet clutches.

In one embodiment, the outer input shaft, the inner input shaft and the output shaft are all arranged in parallel.

The present invention also provides a hybrid drive system, comprising an engine and a hybrid transmission as described in any one of the embodiments of the present application, wherein the engine is connected to the first motor in the hybrid transmission via the first clutch.

In one of the embodiments, it further includes an energy storage unit, and the energy storage unit is connected to the first motor and the second motor respectively.

In one embodiment, the energy storage unit is a battery or a supercapacitor.

The present invention also provides a car, comprising a car body and a hybrid power drive system as described in any one of the embodiments described in the present application, wherein the hybrid power drive system is mounted on the car body.

Beneficial effects of the present invention:

The present invention can obtain different power combinations and different gears between the engine, the first motor and the second motor by controlling the positions of the first clutch, the second clutch, the third clutch and the synchronizer, thereby realizing multiple power modes, so that the vehicle can obtain the best power under various working conditions. Compared with a hybrid powertrain using a traditional transmission, the present invention removes the traditional transmission device, and the overall structure is compact, which is conducive to the layout of the engine compartment; compared with a hybrid powertrain using a reduction gear mechanism, without affecting the vehicle's power, the demand for the drive motor power, torque and maximum speed is reduced, and at the same time, the drive motor and the engine have more opportunities to work in a high efficiency area, thereby improving the overall efficiency of the power support.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic diagram of the structure of a hybrid power drive system according to an embodiment of the present invention.

DETAILED DESCRIPTION

In order to facilitate the understanding of the present invention, the present invention will be described more fully below with reference to the relevant drawings. The preferred embodiments of the present invention are given in the drawings. However, the present invention can be implemented in many different forms and is not limited to the embodiments described herein. On the contrary, the purpose of providing these embodiments is to make the understanding of the disclosure of the present invention more thorough and comprehensive.

It should be noted that when an element is referred to as being "fixed to" another element, it may be directly on the other element or there may be an intermediate element. When an element is considered to be "connected to" another element, it may be directly connected to the other element or there may be an intermediate element at the same time.

Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art of the present invention. The terms used herein in the specification of the present invention are only for the purpose of describing specific embodiments and are not intended to limit the present invention. The term "and/or" used herein includes any and all combinations of one or more related listed items.

As shown in FIG1 , in one embodiment of the present invention, a hybrid transmission is provided, comprising a first motor 2, an outer input shaft assembly, an inner input shaft assembly, a second motor 8 and an output shaft assembly, wherein the outer input shaft assembly comprises an outer input shaft 4 and a first clutch 3, a third clutch 5 and a second clutch 6 which are sequentially arranged on the outer input shaft 4 along the axial direction; the first motor 2 is connected to the first clutch 3; the inner input shaft assembly comprises an inner input shaft 7 and a second gear driving gear 72, a first gear driving gear 71 and a third gear driving gear 73 which are sequentially arranged on the inner input shaft 7 along the axial direction; the inner input shaft 7 is connected to the outer input shaft 4 through the second clutch 6, and the second gear driving gear 72 is connected to the outer input shaft 4 through the third clutch 5; The output gear 81 on the second motor 8 meshes with the third gear driving gear 73 through the idler gear 82; the output shaft assembly includes an output shaft 9 and a second gear driven gear 94, a first gear driven gear 93, a synchronizer 92 and a third gear driven gear 91 which are arranged in sequence on the output shaft 9 along the axial direction. The second gear driven gear 94 meshes with the second gear driving gear 72, the first gear driven gear 93 meshes with the first gear driving gear 71, and the third gear driven gear 91 meshes with the third gear driving gear 73; the synchronizer 92 includes a synchronizer hub 921 and a synchronizer sleeve 922 matched with the synchronizer hub 921. The synchronizer hub 921 is arranged on the output shaft 9, and the synchronizer sleeve 922 cooperates with the first gear driven gear 93 or the third gear driven gear 91 under the action of the shift fork.

Specifically, as shown in FIG1 , when the engine 1 and the first motor 2 are not working, the first clutch 3, the second clutch 6, and the third clutch 5 are separated, the second motor 8 is driven, and the power is transmitted to the inner input shaft 7 via the output gear 81, the idler gear 82, and the third gear driving gear 73. At this time, it is the second motor 8 driving pure electric mode. In the pure electric mode, when the synchronizer sleeve 922 on the synchronizer 92 is engaged with the first gear driven gear 93, the gear position is in the first gear at this time, when the synchronizer sleeve 922 on the synchronizer 92 is engaged with the third gear driven gear 91, the gear position is in the third gear at this time, when the synchronizer sleeve 922 on the synchronizer 92 is in the middle position (neutral), the second clutch 6 and the third clutch 5 are engaged, and the power is transmitted from the inner input shaft 7 to the second gear driving gear 72 and the second gear driven gear 94 via the second clutch 6 and the third clutch 5. At this time, the gear position is in the second gear.

When the first clutch 3 is engaged, the second clutch 6 and the third clutch 5 are disengaged, the engine 1 drives the first motor 2 to generate electricity, and the electric energy is supplied to the second motor 8 for driving. The power is transmitted to the inner input shaft 7 via the output gear 81, the idler gear 82, and the third-gear driving gear 73. This is a series hybrid driving mode, also known as the extended-range mode. In the extended-range mode, when the synchronizer sleeve 922 on the synchronizer 92 is engaged with the first-gear driven gear 93, the gear position is in the first gear. When the synchronizer sleeve 922 on the synchronizer 92 is engaged with the third-gear driven gear 91, the gear position is in the third gear.

When the engine 1 and the second motor 8 are not working, the first clutch 3 is disengaged and the first motor 2 is driven. At this time, the first motor 2 is driven in pure electric mode. At the same time, the second clutch 6 is engaged and the third clutch 5 is disengaged. The power is transmitted through the outer input shaft 4, the second clutch 6 and the inner input shaft 7. If the synchronizer sleeve 922 on the synchronizer 92 is engaged with the first gear driven gear 93, the gear position is in the first gear at this time; if the synchronizer sleeve 922 on the synchronizer 92 is engaged with the third gear driven gear 91, the gear position is in the third gear at this time; when the third clutch 5 is engaged and the second clutch 6 is disengaged, the synchronizer sleeve 922 on the synchronizer 92 is in the middle position (neutral), and the power is transmitted through the outer input shaft 4, the third clutch 5, the second gear driving gear 72 and the second gear driven gear 94. At this time, the gear position is in the second gear.

When the engine 1 is not working, the first clutch 3 is disengaged, and the first motor 2 and the second motor 8 are driven at the same time. At this time, the first motor 2 and the second motor 8 are driven together in a pure electric mode, and the power of the first motor 2 and the second motor 8 is transmitted along different lines. When the second clutch 6 is engaged and the third clutch 5 is disengaged, the power of the first motor 2 is transmitted to the inner input shaft 7 via the outer input shaft 4, the second clutch 6, and the second motor 8 is transmitted to the inner input shaft 7 via the output gear 81, the idler gear 82, and the third gear driving gear 73. If the synchronizer sleeve 922 on the synchronizer 92 is engaged with the first gear driven gear 93, the gear position of the power of the first motor 2 and the second motor 8 is in the first gear, which is called the 11th gear; when the power transmission line of the second motor 8 remains unchanged and is in the first gear, the second clutch 6 is disengaged, the third clutch 5 is engaged, and the power of the first motor 2 is transmitted via the outer input shaft 4, the third clutch 5, the second gear driving gear 72, and the second gear driven gear 94, and the gear position is in the second gear, which is called the 21st gear; when the second clutch 6 and the third clutch 5 are engaged at the same time, the synchronizer 92 is in neutral, and the third gear is in the 21st gear. The power of the first motor 2 is transmitted through the outer input shaft 4, the third clutch 5, the second gear driving gear 72, and the second gear driven gear 94, and the gear position is in the second gear. The power of the second motor 8 is transmitted from the outer inner input shaft 7 through the second clutch 6 and the third clutch 5 to the second gear driving gear 72 and the second gear driven gear 94, which is also in the second gear, which is called the 22nd gear; when the second clutch 6 is disengaged and the third clutch 5 is engaged, the synchronizer sleeve 922 of the synchronizer 92 is engaged with the third gear driven gear 91, the second motor 8 is in the third gear, and the power transmission line of the first motor 2 remains unchanged and is in the second gear, which is called the 23rd gear; when the second clutch 6 is engaged and the third clutch 5 is disengaged, the synchronizer sleeve 922 of the synchronizer 92 is engaged with the third gear driven gear 91, the gear position of the first motor is in the third gear, the power transmission line of the second motor remains unchanged and is also in the third gear, which is called the 33rd gear.

When the first clutch 3 is engaged, the second motor 8 is not working (stopped or idling), the first motor 2 is not working (idling), and the engine 1 drives the vehicle, which is in the pure engine drive mode; when the first clutch 3 is engaged, the second motor 8 is not working (stopped or idling), the engine 1 drives the vehicle, and the first motor 2 chooses to assist or generate electricity according to the load conditions, which is in the hybrid drive mode of the engine 1 and the first motor 2. When the second clutch 6 is engaged, the third clutch 5 is disengaged, and the synchronizer sleeve 922 on the synchronizer 92 is engaged with the first gear driven gear 93, the gear is in the first gear; when the synchronizer sleeve 922 on the synchronizer 92 is engaged with the third gear driven gear 91, the gear is in the third gear; the second clutch 6 is disengaged, the third clutch 5 is engaged, and the synchronizer 92 is in neutral, the gear is in the second gear.

When the first clutch 3 is engaged, the engine 1, the first motor 2 and the second motor 8 work simultaneously, and the hybrid driving mode of the engine 1, the first motor 2 and the second motor 8 is in progress. The power of the first motor 2 and the engine 1 is transmitted along the same line, and the power of the second motor 8 is transmitted along another line. The second clutch 6 is engaged, the third clutch 5 is disengaged, the power of the engine 1 and the first motor 2 is transmitted to the inner input shaft 7 via the outer input shaft 4 and the second clutch 6, the power of the second motor 8 is transmitted to the inner input shaft 7 via the output gear 81, the idler gear 82, and the third gear driving gear 73, the synchronizer sleeve 922 on the synchronizer 92 is engaged with the first gear driven gear 93, at this time, the gear position of the engine 1 and the first motor 2 and the second motor 8 are all in the first gear, which is called the 11th gear; the power transmission line of the second motor 8 remains unchanged and is in the first gear, the second clutch 6 is disengaged, the third clutch 5 is engaged, the power of the engine 1 and the first motor 2 is transmitted via the outer input shaft 4, the third clutch 5, the second gear driving gear 72, and the second gear driven gear 94, and the gear position is in the second gear, which is called the 21st gear; the second clutch 6 and the third clutch 5 are engaged at the same time, the synchronizer 92 is in neutral, and the engine 1 The power of the first motor 2 is transmitted through the outer input shaft 4, the third clutch 5, the second gear driving gear 72, and the second gear driven gear 94, and the gear position is in the second gear. The power of the second motor 8 is transmitted from the inner input shaft 7 through the second clutch 6 and the third clutch 5 to the second gear driving gear 72 and the second gear driven gear 94, which is also in the second gear, which is called the 22nd gear; the second clutch 6 is disengaged, the third clutch 5 is engaged, the synchronizer sleeve 922 of the synchronizer 92 is engaged with the third gear driven gear 91, and the second motor 8 is in the third gear. The power transmission line between the engine 1 and the first motor 2 remains unchanged and is in the second gear, which is called the 23rd gear; the second clutch 6 is engaged, the third clutch 5 is disengaged, the synchronizer sleeve 922 of the synchronizer 92 is engaged with the third gear driven gear, and the gear position of the engine 1 and the first motor is in the third gear. The power transmission line of the second motor remains unchanged and is also in the third gear, which is called the 33rd gear.

Therefore, the above three power sources—engine 1, first motor 2 and second motor 8—can form multiple driving modes and different gears under the control of first clutch 3, second clutch 6, third clutch 5 and synchronizer 92:

1) The second motor drives the pure electric mode, which includes 3 gears: 1st, 2nd and 3rd gear;

2) The engine drives the first motor to generate electricity, and the second motor drives the vehicle in a series hybrid mode, which includes two gears, 1st and 3rd gears;

3) The first motor drives the pure electric mode, which includes three gears: 1st, 2nd and 3rd gear;

4) The first motor and the second motor jointly drive the pure electric mode, which includes five gears: 11, 21, 22, 23, and 33;

5) Pure engine driving mode, which includes 1st, 2nd and 3rd gears;

6) Hybrid driving mode of the engine 1 and the first motor 2, which includes three gears: 1st, 2nd and 3rd gear;

7) The engine 1, the first motor 2 and the second motor 8 are in hybrid driving mode, which includes five gears: 11, 21, 22, 23 and 33.

The second motor driven pure electric mode is mainly used for vehicle starting and low-speed driving, avoiding engine idling and improving the economy of the whole vehicle. The series hybrid mode is mainly used for vehicles to drive at low speed for a long time. When the engine drives the vehicle to drive at low speed, the efficiency is low, while the engine drives the motor to generate electricity, and its speed (regardless of vehicle speed) and output torque can be controlled in the high-efficiency working area, which improves the economy of the whole vehicle. When the vehicle is driving normally, the power required to be provided is small. In the second motor driven pure electric mode and series hybrid mode, the power and torque requirements of the second motor are small. If the peak power and torque of the second motor are reduced, the cost can be reduced, and the size of the second motor can be reduced at the same time, making the powertrain structure more compact and suitable for more models. However, when the vehicle is in special working conditions, such as starting on a slope, full throttle acceleration, etc., the motor needs to have a large output power and torque. The first motor and the second motor jointly drive the pure electric mode to meet this demand. The pure engine drive mode is mainly used for high-speed driving of the vehicle. When the engine drives the vehicle at high speed, the efficiency is high. The pure engine drive mode avoids the loss in the process of converting mechanical energy into electrical energy and then into mechanical energy in the series hybrid mode, and improves the economy of the whole vehicle. The engine and first motor hybrid driving mode is used in combination with the pure engine driving mode, so that the engine is always in a high-efficiency operating range, further improving the economy of the vehicle. The engine, first motor and second motor hybrid driving mode is used for the vehicle's power driving mode. The three power sources are driven simultaneously, and the vehicle obtains good power performance.

The above hybrid drive system, due to the use of multiple gears, can obtain a larger output torque in a low gear with a large speed ratio (first gear), thereby reducing the torque requirement of the second motor; in a high gear with a small speed ratio (third gear), the speed of the second motor is reduced when the vehicle is traveling at high speed, thereby reducing the maximum speed requirement of the second motor.

In some embodiments, a differential assembly 10 is further included, and a final drive driven gear 101 on the differential assembly 10 is meshed with a final drive driving gear 95 on the output shaft 9 .

In some embodiments, in order to save assembly space, the first motor 2 in the present application is a disc motor, and the first clutch 3 is placed in the rotor of the first motor 2 .

In some embodiments, in order to prevent the cooling oil in the clutch from protecting the friction plate and to make the power transmission smooth and gentle, the first clutch 3, the second clutch 6 and the third clutch 5 in the present application are all wet clutches.

It should be noted that the wet clutches selected for the first clutch 3, the second clutch 6 and the third clutch 5 are only examples, and can be specifically selected according to the needs of actual products. The present application does not impose any special restrictions on the type of clutch.

The present application also provides a hybrid drive system, comprising an engine 1 and a hybrid transmission as described in any one of the embodiments of the present application, wherein the engine 1 is connected to a first motor 2 in the hybrid transmission via a first clutch 3.

By adopting the above technical solution, by controlling the positions of the first clutch, the second clutch, the third clutch and the synchronizer, different power combinations and different gears can be obtained between the engine, the first motor and the second motor, thereby realizing multiple power modes, so that the car can obtain the best power under various working conditions.

In some embodiments, in order to facilitate providing a power source to the first motor 2 and the second motor 8, the present application also includes an energy storage unit, which is connected to the first motor 2 and the second motor 8 respectively.

Furthermore, the energy storage unit is a battery or a super capacitor, which provides electrical energy to the first motor 2 and the second motor 8, so as to better control the operation of the overall system.

The present application also provides a car, comprising a car body and a hybrid power drive system as described in any one of the embodiments of the present application, wherein the hybrid power drive system is installed on the car body.

The technical features of the above-described embodiments may be arbitrarily combined. To make the description concise, not all possible combinations of the technical features in the above-described embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

The above-mentioned embodiments only express several implementation methods of the present invention, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the invention patent. It should be pointed out that, for ordinary technicians in this field, several variations and improvements can be made without departing from the concept of the present invention, which all belong to the protection scope of the present invention. Therefore, the protection scope of the patent of the present invention shall be subject to the attached claims.

Claims (8)

1. A hybrid power transmission, characterized in that it comprises a first motor (2), an outer input shaft assembly, an inner input shaft assembly, a second motor (8) and an output shaft assembly; The external input shaft assembly comprises an external input shaft (4) and a first clutch (3), a third clutch (5) and a second clutch (6) which are arranged in sequence on the external input shaft (4) along the axial direction; the first motor (2) is a disc motor, the first clutch (3) is disposed in a rotor in the first motor (2), and the first motor (2) is connected to the first clutch (3); the first clutch (3), the second clutch (6) and the third clutch (5) are all wet clutches; The inner input shaft assembly comprises an inner input shaft (7) and a second gear driving gear (72), a first gear driving gear (71) and a third gear driving gear (73) which are sequentially arranged on the inner input shaft (7) along the axial direction; the inner input shaft (7) is connected to the outer input shaft (4) via the second clutch (6), and the second gear driving gear (72) is connected to the outer input shaft (4) via the third clutch (5); The output gear (81) on the second motor (8) meshes with the third-gear driving gear (73) via an idler gear (82); The output shaft assembly comprises an output shaft (9), and a second-gear driven gear (94), a first-gear driven gear (93), a synchronizer (92), and a third-gear driven gear (91) which are sequentially arranged on the output shaft (9) along the axial direction, the second-gear driven gear (94) meshing with the second-gear driving gear (72), the first-gear driven gear (93) meshing with the first-gear driving gear (71), and the third-gear driven gear (91) meshing with the third-gear driving gear (73); The synchronizer (92) cooperates with the first-gear driven gear (93) or the third-gear driven gear (91) under the action of the shift fork. 2. The hybrid power transmission according to claim 1, characterized in that the synchronizer (92) comprises a synchronizer hub (921) and a synchronizer sleeve (922) matched with the synchronizer hub (921), the synchronizer hub (921) being arranged on the output shaft (9), and the synchronizer sleeve (922) being matched with the first-gear driven gear (93) or the third-gear driven gear (91) under the action of a shift fork. 3. The hybrid power transmission according to claim 1, further comprising a differential assembly (10), wherein a main reducer driven gear (101) on the differential assembly (10) is meshed with a main reducer driving gear (95) on the output shaft (9). 4. The hybrid power transmission according to claim 1, characterized in that the outer input shaft (4), the inner input shaft (7) and the output shaft (9) are all arranged in parallel. 5. A hybrid drive system, characterized in that it comprises an engine (1) and a hybrid transmission as claimed in any one of claims 1 to 4, wherein the engine (1) is connected to the first motor (2) in the hybrid transmission via the first clutch (3). 6. The hybrid power drive system according to claim 5, characterized in that it further comprises an energy storage unit, wherein the energy storage unit is connected to the first motor (2) and the second motor (8) respectively. 7 . The hybrid power drive system according to claim 6 , wherein the energy storage unit is a battery or a supercapacitor. 8. An automobile, comprising an automobile body and a hybrid power drive system according to any one of claims 5 to 7, wherein the hybrid power drive system is mounted on the automobile body.