CN113492667A - Hybrid drive systems and vehicles - Google Patents
Hybrid drive systems and vehicles Download PDFInfo
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- CN113492667A CN113492667A CN202010201152.3A CN202010201152A CN113492667A CN 113492667 A CN113492667 A CN 113492667A CN 202010201152 A CN202010201152 A CN 202010201152A CN 113492667 A CN113492667 A CN 113492667A
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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
- 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/36—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
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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
- 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/38—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
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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
- 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/44—Series-parallel type
- B60K6/445—Differential gearing distribution 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
- 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 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
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Structure Of Transmissions (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
本发明属于车辆变速器技术领域，提供一种混合动力驱动系统及车辆，该混合动力驱动系统包括发动机、电机及七挡混合动力变速器，所述七挡混合动力变速器包括离合器K1、离合器K0、第一主减齿轮、2挡从动齿轮、6挡从动齿轮、3挡从动齿轮、第一输出轴、5挡主动齿轮、3挡主动齿轮、1挡主动齿轮、内输入轴、1挡从动齿轮、第二输出轴、5挡从动齿轮、4挡从动齿轮、倒挡齿轮、第二主减齿轮、差速器、差速器齿圈、4/6挡主动齿轮、2挡主动齿轮、外输入轴、离合器K2及同步装置。本发明实施例的混合动力驱动系统，以简单结构实现纯电及混合驱动，达到节能减排的效果，具有轴向长度短、效率高及低能耗等优势。
The present invention belongs to the technical field of vehicle transmissions, and provides a hybrid drive system and a vehicle. The hybrid drive system includes an engine, a motor and a seven-speed hybrid transmission, wherein the seven-speed hybrid transmission includes a clutch K1, a clutch K0, a first Main reduction gear, 2nd driven gear, 6th driven gear, 3rd driven gear, 1st output shaft, 5th drive gear, 3rd drive gear, 1st drive gear, inner input shaft, 1st driven Gear, 2nd output shaft, 5th driven gear, 4th driven gear, reverse gear, 2nd main reduction gear, differential, differential ring gear, 4/6th drive gear, 2nd drive gear , External input shaft, clutch K2 and synchronizing device. The hybrid drive system of the embodiment of the present invention realizes pure electric and hybrid drive with a simple structure, achieves the effect of energy saving and emission reduction, and has the advantages of short axial length, high efficiency and low energy consumption.
Description
Technical Field
The invention belongs to the technical field of vehicle transmissions, and particularly relates to a hybrid power driving system and a vehicle.
Background
With the development of the automobile industry, the nation pays more and more attention to environmental protection, automobile emission regulations are becoming stricter, the requirements of users on the safety, comfort and fuel consumption economy of the whole automobile are higher and higher, and hybrid power driven automobiles become the mainstream trend of the transition from traditional power driven automobiles to pure electric driven automobiles.
The hybrid power driven automobile usually adopts a double-clutch automatic transmission, the structure of the existing double-clutch automatic transmission is complex, pure electric and hybrid driving of partial gears can be realized usually, the efficiency is low, the manufacturing cost is high, the oil consumption is high, and increasingly severe emission standards cannot be met.
Disclosure of Invention
The technical problem to be solved by the invention is as follows: the hybrid power driving system and the vehicle are provided for solving the problems that the existing dual-clutch automatic transmission can only realize pure electric and hybrid driving of partial gears, has low efficiency and high oil consumption and cannot meet the increasingly severe emission standard.
In order to solve the technical problem, in one aspect, an embodiment of the present invention provides a hybrid drive system, including an engine, a motor, and a seven-gear hybrid transmission, where the seven-gear hybrid transmission includes a clutch K1, a clutch K0, a first main reduction gear, a 2-gear driven gear, a 6-gear driven gear, a 3-gear driven gear, a first output shaft, a 5-gear driving gear, a 3-gear driving gear, a 1-gear driving gear, an inner input shaft, a 1-gear driven gear, a second output shaft, a 5-gear driven gear, a 4-gear driven gear, a reverse gear, a second main reduction gear, a differential ring gear, a 4/6-gear driving gear, a 2-gear driving gear, an outer input shaft, a clutch K2, and a synchronizer:
the outer input shaft is coaxially sleeved outside the inner input shaft, the inner input shaft is connected with a motor through a clutch K1, the outer input shaft is connected with the motor through a clutch K2, and the motor is connected with the engine through a clutch K0; the 5-gear driving gear, the 3-gear driving gear and the 1-gear driving gear are sequentially fixed on the inner input shaft in a direction away from the engine, and the 2-gear driving gear and the 4/6-gear driving gear are sequentially fixed on the outer input shaft in a direction away from the engine;
the first output shaft, the second output shaft and the external input shaft are arranged in parallel at intervals, the 2-gear driven gear, the 6-gear driven gear and the 3-gear driven gear are sequentially sleeved on the first output shaft in a direction away from the engine in an empty mode, and the reverse gear, the 4-gear driven gear, the 5-gear driven gear and the 1-gear driven gear are sequentially sleeved on the second output shaft in a direction away from the engine in an empty mode; the 1-gear driving gear is meshed with the 1-gear driven gear, the 2-gear driven gear is meshed with the 2-gear driving gear and the reverse gear simultaneously, the 3-gear driving gear is meshed with the 3-gear driven gear, the 4/6-gear driving gear is meshed with the 4-gear driven gear and the 6-gear driven gear simultaneously, and the 5-gear driving gear is meshed with the 5-gear driven gear; the first main reduction gear is fixed on the first output shaft, the second main reduction gear is fixed on the second output shaft, the first main reduction gear and the second main reduction gear are simultaneously meshed with the differential gear ring, and the differential gear ring is arranged on the differential;
the synchronizer is used for controlling the combination and the separation of all the idler gears and the output shaft where the idler gears are located so as to realize 7 forward gears and 7 reverse gears.
According to the hybrid power driving system provided by the embodiment of the invention, the clutch K0 for controlling the combination and disconnection of the motor and the engine is added on the basis of the original double-clutch type automatic transmission, so that 7 working modes, namely a pure electric driving mode, an engine direct driving and motor driving parallel mode, a pure engine driving mode, a driving charging mode, a braking energy recovery mode, an engine starting mode and a parking power generation mode can be realized, seven forward gears and one reverse gear are realized, the pure electric and hybrid driving is realized by a simple structure, the effects of energy conservation and emission reduction are achieved, the advantages of short axial length, fewer parts, compact structure, high efficiency, low energy consumption and the like are achieved, and the resources of the double clutches are utilized to the maximum extent, so that the manufacturing cost and the research and development cost can be greatly reduced.
In addition, the first output shaft is used as an idler shaft in reverse gear transmission, the 2-gear driven gear is used as a transmission component of reverse gear, a special reverse gear shaft is saved, gear recycling is increased, weight is reduced, and cost is saved. Reverse gear transmission path is simple, only uses 2 to keep off driven gear as the idler switching-over, has reduced gear engagement quantity, and the transmission is more steady, and efficiency is higher. The 7-gear driving gear and the 7-gear driven gear are cancelled, and 7-gear transmission is realized by means of other gear gears, so that the gear number is reduced, the structure is more compact, and the cost is saved.
In the gear arrangement, the low-speed gear is arranged at two ends of the output shaft and far away from the middle, so that the overlarge deflection of the shaft is avoided.
In addition, the embodiment of the invention also provides a vehicle which comprises the hybrid power driving system.
Drawings
Fig. 1 is a block diagram of a hybrid drive system according to an embodiment of the present invention.
The reference numbers in the drawings of the specification are as follows:
1. an engine; 2. the clutch K1; 3. the clutch K0; 4. a motor; 5. a first main reduction gear; 6. a 2-gear driven gear; 7. 2/6 Gear synchronizer; 8. a 6-gear driven gear; 9. a 3-gear synchronizer; 10. a 3-gear driven gear; 11. a first output shaft; 12. a 5-gear driving gear; 13. a 3-gear driving gear; 14. a 1-gear driving gear; 15. an inner input shaft; 16. a 1-gear driven gear; 17. a second output shaft; 18. 1/5 Gear synchronizer; 19. a 7-gear synchronizer; 20. a 5-gear driven gear; 21. a 4-gear driven gear; 22. 4/reverse gear synchronizer; 23. a reverse gear; 24. a second main reduction gear; 25. a differential mechanism; 26. a differential ring gear; 27. 4/6 gear drive gear; 28. a 2-gear driving gear; 29. an outer input shaft; 30. and a clutch K2.
Detailed Description
In order to make the technical problems, technical solutions and advantageous effects solved by the present invention more clearly apparent, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
As shown in fig. 1, the hybrid drive system according to the embodiment of the present invention includes an engine 1, a motor 4, and a seven-speed hybrid transmission including a clutch K12, a clutch K03, a first main reduction gear 5, a 2-speed driven gear 6, a 6-speed driven gear 8, a 3-speed driven gear 10, a first output shaft 11, a 5-speed driving gear 12, a 3-speed driving gear 13, a 1-speed driving gear 14, an inner input shaft 15, a 1-speed driven gear 16, a second output shaft 17, a 5-speed driven gear 20, a 4-speed driven gear 21, a reverse gear 23, a second main reduction gear 24, a differential 25, a differential ring gear 26, a 4/6-speed driving gear 27, a 2-speed driving gear 28, an outer input shaft 29, a clutch K230, and a synchronizer.
The outer input shaft 29 is coaxially sleeved outside the inner input shaft 15 (the outer input shaft 29 is a hollow shaft and is nested on the inner input shaft 15), the inner input shaft 15 is connected with the motor 4 through a clutch K12, the outer input shaft 29 is connected with the motor 4 through a clutch K230, the motor 4 is connected with the engine 1 through a clutch K03, the clutch K03 controls the power connection and disconnection between the motor 4 and the engine 1, the clutch K12 controls the power connection and disconnection between the inner input shaft 15 and the motor 4, and the clutch K230 controls the power connection and disconnection between the outer input shaft 29 and the motor 4; the 5 th drive gear 12, the 3 rd drive gear 13, and the 1 st drive gear 14 are sequentially fixed to the inner input shaft 15 in a direction away from the engine 1, and the 2 nd drive gear 28 and the 4/6 th drive gear 27 are sequentially fixed to the outer input shaft 29 in a direction away from the engine 1.
The first output shaft 11, the second output shaft 17 and the external input shaft 29 are arranged in parallel at intervals, the 2-gear driven gear 6, the 6-gear driven gear 8 and the 3-gear driven gear 10 are sequentially sleeved on the first output shaft 11 in a manner of being free from the engine 1, and the reverse gear 23, the 4-gear driven gear 21, the 5-gear driven gear 20 and the 1-gear driven gear 16 are sequentially sleeved on the second output shaft 17 in a manner of being free from the engine 1; the 1 st gear driving gear 14 is engaged with the 1 st gear driven gear 16, the 2 nd gear driven gear 6 is simultaneously engaged with the 2 nd gear driving gear 28 and the reverse gear 23, the 3 rd gear driving gear 13 is engaged with the 3 rd gear driven gear 10, the 4/6 th gear driving gear 27 is simultaneously engaged with the 4 th gear driven gear 21 and the 6 th gear driven gear 8, and the 5 th gear driving gear 12 is engaged with the 5 th gear driven gear 20; the first main reduction gear 5 is fixed to the first output shaft 11, the second main reduction gear 24 is fixed to the second output shaft 17, the first main reduction gear 5 and the second main reduction gear 24 are simultaneously meshed with the differential ring gear 26, and the differential ring gear 26 is disposed on the differential 25.
The synchronizer is used for controlling the combination and the separation of all the idler gears and the output shaft where the idler gears are located so as to realize 7 forward gears and 7 reverse gears.
In one embodiment, the synchronizer includes 2/6 gear synchronizers 7, 3 gear synchronizers 9, 1/5 gear synchronizers 18, 7 gear synchronizers 19 and 4/reverse synchronizers 22, the 2/6 gear synchronizers 7 and 3 gear synchronizers 9 are disposed on the first output shaft 11, and the 1/5 gear synchronizers 18, 7 gear synchronizers 19 and 4/reverse synchronizers 22 are disposed on the second output shaft 17. The 2/6-speed synchronizer 7 is located between the 2-speed driven gear 6 and the 6-speed driven gear 8 and is used for controlling the combination and the separation of the 2-speed driven gear 6 and the 6-speed driven gear 8 and the first output shaft 11. The 3-gear synchronizer 9 is located between the 3-gear driven gear 10 and the 6-gear driven gear 8 and is used for controlling the connection and disconnection of the 3-gear driven gear 10 and the first output shaft 12. The 1/5-speed synchronizer 18 is located between the 1-speed driven gear 16 and the 5-speed driven gear 20 and is used for controlling the combination and the separation of the 1-speed driven gear 16 and the 5-speed driven gear 20 with the second output shaft 17. The 7-speed synchronizer 19 is located between the 4-speed driven gear 21 and the 5-speed driven gear 20, and is used for controlling the combination and the separation of the 4-speed driven gear 21 and the 5-speed driven gear 20. The 4/reverse synchronizer 22 is located between the 4 th driven gear 21 and the reverse gear 23, and is used for controlling the combination and the separation of the 4 th driven gear 21 and the reverse gear 23 with the second output shaft 17.
Namely, the 2 nd gear driven gear 6 and the 6 th gear driven gear 8 are selectively connected and combined by the 2/6 th gear synchronizer 7 to realize 2 nd and 6 th gear power output; the 3-gear driven gear 10 is selectively combined by a 3-gear synchronizer 9 to realize 3-gear power output; the 1-gear driven gear 16 and the 5-gear driven gear 20 are selectively combined by the 1/5-gear synchronizer 18 to realize the power output of the 1 gear and the 5 gear; the 4-gear driven gear 21 and the 5-gear driven gear 20 are selectively combined by a 7-gear synchronizer to realize 7-gear power output; the 4-gear driven gear 21 and the reverse gear 23 are selectively combined by the 4/reverse synchronizer 22 to realize the power output of 4 gears and reverse gears.
In addition, 4, 6 gears share one driving gear (4/6 gear driving gear 27), 2 and reverse gears share one driving gear (2 gear driving gear 28), so that the use amount of the driving gears is reduced, the axial length of the transmission is shortened, and the weight of the transmission is reduced.
In one embodiment, the first main reduction gear 5, the 2-speed driven gear 6, the 2/6-speed synchronizer 7, the 6-speed driven gear 8, the 3-speed synchronizer 9 and the 3-speed driven gear 10 are arranged on the first output shaft 11 in sequence in a direction away from the engine 1. The second main reduction gear 24, the reverse gear 23, the 4/reverse gear synchronizer 22, the 4-speed driven gear 21, the 5-speed driven gear 20, the 1/5-speed synchronizer 18 and the 1-speed driven gear 16 are arranged on the second output shaft 17 in sequence in the direction away from the engine 1.
In one embodiment, the gear hubs of the 2/6 speed synchronizers 7 and 9 are splined to the first output shaft 11. The gear hubs of the 1/5 gear synchronizer 18 and the 4/reverse synchronizer 22 are splined to the second output shaft 17. The hub of the 7 th synchronizer 19 is fixed to the 5 th driven gear 20, so that the 4 th driven gear 21 is coupled to the 5 th driven gear 20 and rotates synchronously when the 7 th synchronizer 19 is coupled to the 4 th driven gear 21.
In one embodiment, the 2 nd driven gear 6, the 2 nd driving gear 28 and the reverse gear 23 are co-planar gear sets, the 4/6 th driving gear 27, the 4 th driven gear 21 and the 6 th driven gear 8 are co-planar gear sets, and the first main reduction gear 5, the second main reduction gear 24 and the differential ring gear 26 are co-planar gear sets. By configuring the co-planar gear sets, the axial size of the transmission can be reduced, reducing the bulk of the transmission.
In one embodiment, the two ends of the inner input shaft 15 and the outer input shaft 29 are rotatably supported on the transmission housing by bearings, the two ends of the first output shaft 11 are rotatably supported on the transmission housing by bearings, and the two ends of the second output shaft 17 are rotatably supported on the transmission housing by bearings. To achieve stable support of the respective shafts.
In one embodiment, the 5 th gear driving gear 12, the 3 rd gear driving gear 13 and the 1 st gear driving gear 14 are fixed on the inner input shaft 15 by welding, spline connection, interference press-fitting or integral molding. The 2 nd gear driving gear 28 and the 4/6 nd gear driving gear 27 are fixed on the outer input shaft 29 by welding, spline connection, interference press fitting, integral molding or the like.
In one embodiment, the 2-gear driven gear 6, the 6-gear driven gear 8 and the 3-gear driven gear 10 are freely sleeved on the first output shaft 11 through bearings; the reverse gear 23, the 4-gear driven gear 21, the 5-gear driven gear 20 and the 1-gear driven gear 16 are sleeved on the second output shaft 17 through bearings in an idle mode.
In one embodiment, the clutch K12 and the clutch K230 are integrated into a double clutch, the double clutch is coaxially arranged with the clutch K03, one end of the clutch K03 is fixedly connected with the rotor of the motor 4 by welding or the like, and the other end of the clutch K03 is fixedly connected with the output shaft of the engine 1 by welding or the like.
The hybrid power driving system of the embodiment of the invention is additionally provided with the clutch K03 for controlling the combination and disconnection of the motor 4 and the engine 1 on the basis of the original double-clutch type automatic transmission, can realize 7 working modes, namely a pure electric driving mode, an engine direct driving and motor driving parallel mode, a pure engine driving mode, a driving charging mode, a braking energy recovery mode, an engine starting mode and a parking power generation mode, and realize seven forward gears and one reverse gear, thereby realizing pure electric and hybrid driving with simple structure, achieving the effects of energy saving and emission reduction, having the advantages of short axial length, fewer parts, compact structure, high efficiency, low energy consumption and the like, and greatly reducing the manufacturing cost and the research and development cost because the resources of the double clutches are utilized to the maximum extent.
In addition, the first output shaft 11 is used as an idler shaft for reverse gear transmission, and the 2-gear driven gear 6 is used as a transmission component for reverse gear, so that a special reverse gear shaft is saved, gear recycling is increased, weight is reduced, and cost is saved. Reverse gear transmission path is simple, only uses 2 to keep off driven gear as the idler switching-over, has reduced gear engagement quantity, and the transmission is more steady, and efficiency is higher. The 7-gear driving gear and the 7-gear driven gear are cancelled, and 7-gear transmission is realized by means of other gear gears, so that the gear number is reduced, the structure is more compact, and the cost is saved.
1. The reverse gears are respectively controlled by two different clutches (the 1 gear is controlled by the clutch K12, and the reverse gears are controlled by the clutch K230), so that the service life of the clutches is prolonged.
In the gear arrangement, the low gears are arranged at two ends of the output shaft, are close to the bearing for supporting the shaft to rotate, are far away from the middle, avoid overlarge deflection of the shaft, reduce the transmission error of the gear, and are favorable for improving the NVH performance of the whole transmission.
The seven working modes can be suitable for various road conditions, the engine 1 is ensured to always operate in the optimal working area, the running efficiency of the engine 1 is improved, and energy conservation and emission reduction are realized.
By controlling the different operating states of the clutch K12, the clutch K230, the clutch K03 and the synchronizers (i.e., the 2/6-gear synchronizer 7, the 3-gear synchronizer 9, the 1/5-gear synchronizer 18 and the 4/reverse synchronizer 22), seven forward gears and one reverse gear can be realized, so that the hybrid drive system is constructed.
The present embodiment has 7 operation modes: the electric vehicle can realize seven forward gears and one reverse gear in a pure electric driving mode, an engine direct-drive and motor-drive parallel mode, a pure engine driving mode, a driving charging mode, a braking energy recovery mode, an engine starting mode and a parking power generation mode.
The working conditions of the working modes are as follows:
pure electric drive mode: under the working condition, the clutch K03 is disconnected, the engine 1 does not participate in driving, and the motor 4 is used as a pure electric mode of a driving motor and can be used for low-speed working conditions such as vehicle starting, traffic jam and the like; clutch K12 is selectively engagable with clutch K230 to effect odd and even gears driven by motor 4. Or when the vehicle runs on a good road surface smoothly, the clutch K03 is disconnected, the load of an engine during the running of the vehicle is reduced, and the running resistance during the sliding is reduced.
The driving mode of direct drive and parallel connection of the motor of the engine is as follows: under the working condition, the clutch K03 is combined, the engine 1 and the motor 4 can be driven in parallel, and the motor 4 can be used as a generator and a driving motor according to the specific requirements of the vehicle and the running working condition of the engine. When the power provided by the engine 1 is insufficient, additional torque can be provided through the motor 4, a parallel driving mode is realized, and the system power is improved; when the engine 1 runs in an economic area, the motor 4 does not provide power for driving, and a pure engine driving mode is realized; if the output power of the engine is excessive, the motor 4 is used as a generator to charge the battery, the energy of the engine 1 is utilized to the maximum extent, and the driving charging mode is realized. Clutch K12 and clutch K230 are selectively closed to achieve odd and even gears driven by motor 4 simultaneously with engine 1.
In the braking energy recovery mode, under the working condition, the clutch K03 is disconnected, and the braking energy recovery mode is mainly used for storing energy regenerated by a brake in a battery through a power converter when a high-speed running vehicle is braked for a long time, so that the braking energy recovery is realized.
Starting the engine mode: under the working condition, the clutch K03 is combined, the motor 4 can replace a starter in a traditional vehicle, the motor 4 is utilized to realize the starting of the engine, and the clutch K03 is combined to start the engine 1 when the power is not enough to meet the driving power requirement of the vehicle or the battery electric quantity is low and the engine 1 is required to be introduced under the pure electric mode; or when a long braking process is about to be completed and it is necessary to restart the engine 1, the braking energy can be used to restart the engine 1.
Parking power generation mode: under this condition, the clutch K03 is engaged, and when the vehicle is in a parking condition and the battery power is low, the engine 1 can drive the motor 4 to generate power.
The hybrid drive system provided by the embodiment can realize 7 forward gears and one reverse gear.
The power transmission path of the hybrid drive system of the present embodiment when the hybrid drive system operates in each gear is described below with reference to fig. 1 (the following power source is a hybrid powertrain formed by the motor 4 and the engine 1):
a first gear power transmission route: the clutch K12 is closed (the clutch K230 is open), the 1/5 gear synchronizer 18 is engaged with the 1 gear driven gear 16, and the torque provided by the power source is transmitted to the 1 gear driving gear 14 on the inner input shaft 15 through the clutch K1(2) and is transmitted to the 1 gear driven gear 16 through the 1 gear driving gear 14. The combination of the 1/5 speed synchronizer 18 and the 1 speed driven gear 16 transfers torque to the second final reduction gear 24 on the second output shaft 17, through the differential ring gear 26, and finally power is output by the differential 25.
A second-gear power transmission route: the clutch K230 is closed (the clutch K12 is open), the 2/6 speed synchronizer 7 is engaged with the 2 speed driven gear 6, and the torque provided by the power source is transmitted to the 2 speed driving gear 28 on the outer input shaft 29 through the clutch K230 and is transmitted to the 2 speed driven gear 6 through the 2 speed driving gear 28. The combination of the 2/6-speed synchronizer 7 and the 2-speed driven gear 6 transfers torque to the first main reduction gear 5 on the first output shaft 11, then through the differential ring gear 26, and finally the differential 25 outputs power.
A third gear power transmission route: the clutch K12 is closed (the clutch K230 is opened), the 3 rd synchronizer 9 is engaged with the 3 rd driven gear 10, and the torque provided by the power source is transmitted to the 3 rd driving gear 13 on the inner input shaft 15 through the clutch K12 and transmitted to the 3 rd driven gear 10 through the 3 rd driving gear 13. The combination of the 3-speed synchronizer 9 and the 3-speed driven gear 10 transfers torque to the first main reduction gear 5 on the first output shaft 11, then passes through the differential ring gear 26, and finally is output by the differential 25.
A fourth gear power transmission route: the clutch K230 is closed (the clutch K12 is open), the 4/reverse synchronizer 22 is engaged with the 4 th driven gear 21, and the torque provided by the power source is transmitted through the clutch K230 to the 4/6 th driving gear 27 on the outer input shaft 29 and then to the 4 th driven gear 21 via the 4/6 th driving gear 27. Torque is transferred through the combination of the 4/reverse synchronizer 22 and the 4 th driven gear 21 to a second main reduction gear 24 on the second output shaft 17, through a differential ring gear 26, and finally out of power by a differential 25.
A fifth gear power transmission route: the clutch K12 is closed (the clutch K230 is open), the 1/5 gear synchronizer 18 is engaged with the 5 gear driven gear 20, and the torque provided by the power source is transmitted to the 5 gear driving gear 12 on the inner input shaft 15 through the clutch K12 and is transmitted to the 5 gear driven gear 20 through the 5 gear driving gear 12. The combination of the 1/5 speed synchronizer 18 and the 5 speed driven gear 20 transfers torque to the second reduction gear 24 on the second output shaft 17, through the differential ring gear 26, and finally power is output by the differential 25.
A six-gear power transmission route: the clutch K230 is closed (the clutch K12 is open), the 2/6 gear synchronizer 7 is engaged with the 6 gear driven gear 8, and the torque provided by the power source is transmitted to the 4/6 gear driving gear 27 on the outer input shaft 29 through the clutch K230 and is transmitted to the 6 gear driven gear 8 through the 4/6 gear driving gear 27. The combination of the 2/6 speed synchronizer 7 and the 6 speed driven gear 8 transfers torque to the first main reduction gear 5 on the first output shaft 11, then through the differential ring gear 26, and finally the differential 25 outputs power.
A seven-gear power transmission route: the clutch K12 is closed (the clutch K230 is opened), the 7-speed synchronizer 19 is engaged with the 4-speed driven gear 21, the 2/6-speed synchronizer 7 is engaged with the 6-speed driven gear 8, and the torque provided by the power source is transmitted to the 5-speed driving gear 12 on the inner input shaft 15 through the clutch K12 and is transmitted to the 5-speed driven gear 20 and the 7-speed synchronizer 19 through the 5-speed driving gear 12. The torque is transmitted to the 4 th driven gear 21 through the combination of the 7 th synchronizer 19 and the 4 th driven gear 21, the torque is transmitted to the 4/6 th driving gear 27 through the 4 th driven gear 21, the torque is transmitted to the 6 th driven gear 8 through the 4/6 th driving gear 27, the torque is transmitted to the first main reduction gear 5 on the first output shaft 11 through the combination of the 2/6 th synchronizer 7 and the 6 th driven gear 8, and then the power is finally output by the differential 25 through the differential ring gear 26.
Reverse gear power transmission route: the clutch K230 is closed (the clutch K12 is opened), the 4/reverse synchronizer 22 is engaged with the reverse gear 23, and the torque provided by the power source is transmitted to the 2-gear driving gear 28 on the outer input shaft 29 through the clutch K230, transmitted to the 2-gear driven gear 6 through the 2-gear driving gear 28, transmitted to the reverse gear 23 by the 2-gear driven gear 6, transmitted to the second main reduction gear 24 on the second output shaft 17 through the engagement of the 4/reverse synchronizer 22 and the reverse gear 23, transmitted to the differential ring gear 26, and finally output by the differential 25.
In addition, an embodiment of the invention also provides a vehicle, which comprises the hybrid power driving system of the embodiment.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents and improvements made within the spirit and principle of the present invention are intended to be included within the scope of the present invention.
Claims (10)
1. The utility model provides a hybrid drive system, characterized in that, including engine (1), motor (4) and seven grades of hybrid transmission, seven grades of hybrid transmission includes clutch K1(2), clutch K0(3), first main reducing gear (5), 2 grades of driven gear (6), 6 grades of driven gear (8), 3 grades of driven gear (10), first output shaft (11), 5 grades of driving gear (12), 3 grades of driving gear (13), 1 grades of driving gear (14), interior input shaft (15), 1 grades of driven gear (16), second output shaft (17), 5 grades of driven gear (20), 4 grades of driven gear (21), reverse gear (23), second main reducing gear (24), differential mechanism (25), ring gear differential mechanism (26), 4/6 grades of driving gear (27), 2 grades of driving gear (28), Outer input shaft (29), clutch K2(30) and synchronizer:
the outer input shaft (29) is coaxially sleeved outside the inner input shaft (15), the inner input shaft (15) is connected with the motor (4) through a clutch K1(2), the outer input shaft (29) is connected with the motor (4) through a clutch K2(30), and the motor (4) is connected with the engine (1) through a clutch K0 (3); the 5-gear driving gear (12), the 3-gear driving gear (13) and the 1-gear driving gear (14) are sequentially fixed on the inner input shaft (15) in a direction away from the engine (1), and the 2-gear driving gear (28) and the 4/6-gear driving gear (27) are sequentially fixed on the outer input shaft (29) in a direction away from the engine (1);
the first output shaft (11), the second output shaft (17) and the external input shaft (29) are arranged in parallel at intervals, the 2-gear driven gear (6), the 6-gear driven gear (8) and the 3-gear driven gear (10) are sequentially sleeved on the first output shaft (11) in a way of being away from the engine (1), and the reverse gear (23), the 4-gear driven gear (21), the 5-gear driven gear (20) and the 1-gear driven gear (16) are sequentially sleeved on the second output shaft (17) in a way of being away from the engine (1); the 1-gear driving gear (14) is meshed with the 1-gear driven gear (16), the 2-gear driven gear (6) is meshed with the 2-gear driving gear (28) and the reverse gear (23) at the same time, the 3-gear driving gear (13) is meshed with the 3-gear driven gear (10), the 4/6-gear driving gear (27) is meshed with the 4-gear driven gear (21) and the 6-gear driven gear (8) at the same time, and the 5-gear driving gear (12) is meshed with the 5-gear driven gear (20); the first main reduction gear (5) is fixed on the first output shaft (11), the second main reduction gear (24) is fixed on the second output shaft (17), the first main reduction gear (5) and the second main reduction gear (24) are simultaneously meshed with the differential gear ring (26), and the differential gear ring (26) is arranged on the differential (25);
the synchronizer is used for controlling the combination and the separation of all the idler gears and the output shaft where the idler gears are located so as to realize 7 forward gears and 7 reverse gears.
2. The hybrid drive system according to claim 1, characterized in that the synchronization means comprise 2/6-gear synchronizers (7), 3-gear synchronizers (9), 1/5-gear synchronizers (18), 7-gear synchronizers (19) and 4/reverse synchronizers (22), the 2/6-gear synchronizers (7) and 3-gear synchronizers (9) being provided on the first output shaft (11), the 1/5-gear synchronizers (18), 7-gear synchronizers (19) and 4/reverse synchronizers (22) being provided on the second output shaft (17);
the 2/6-gear synchronizer (7) is positioned between the 2-gear driven gear (6) and the 6-gear driven gear (8) and is used for controlling the combination and the separation of the 2-gear driven gear (6) and the 6-gear driven gear (8) and the first output shaft (11);
the 3-gear synchronizer (9) is positioned between the 3-gear driven gear (10) and the 6-gear driven gear (8) and is used for controlling the combination and the separation of the 3-gear driven gear (10) and the first output shaft (12);
the 1/5-gear synchronizer (18) is positioned between the 1-gear driven gear (16) and the 5-gear driven gear (20) and is used for controlling the combination and the separation of the 1-gear driven gear (16) and the 5-gear driven gear (20) and the second output shaft (17);
the 7-gear synchronizer (19) is positioned between the 4-gear driven gear (21) and the 5-gear driven gear (20) and is used for controlling the combination and the separation of the 4-gear driven gear (21) and the 5-gear driven gear (20);
the 4/reverse gear synchronizer (22) is positioned between the 4-gear driven gear (21) and the reverse gear (23) and is used for controlling the combination and the separation of the 4-gear driven gear (21) and the reverse gear (23) with the second output shaft (17).
3. The hybrid drive system according to claim 2, wherein the first main reduction gear (5), the 2 th driven gear (6), the 2/6 th synchronizer (7), the 6 th driven gear (8), the 3 rd synchronizer (9) and the 3 rd driven gear (10) are arranged in this order on the first output shaft (11) in a direction away from the engine (1);
the second main reduction gear (24), the reverse gear (23), the 4/reverse gear synchronizer (22), the 4-gear driven gear (21), the 5-gear driven gear (20), the 1/5-gear synchronizer (18) and the 1-gear driven gear (16) are sequentially arranged on the second output shaft (17) in the direction away from the engine (1).
4. Hybrid drive system according to claim 2, characterized in that the hubs of the 2/6 gear synchronizers (7) and 3 gear synchronizers (9) are splined on the first output shaft (11);
the gear hubs of the 1/5 gear synchronizer (18) and the 4/reverse gear synchronizer (22) are connected on the second output shaft (17) through splines;
and a gear hub of the 7-gear synchronizer (19) is fixed with the 5-gear driven gear (20).
5. Hybrid drive system according to claim 1, characterized in that the 2 nd, 2 nd and reverse gears (6, 28, 23) are co-planar gear sets, the 4/6 th gear drive gear (27), 4 th and 6 th gear driven gears (21, 8) are co-planar gear sets, and the first and second main reduction gears (5, 24, 26) are co-planar gear sets.
6. A hybrid drive system according to claim 1, characterized in that both ends of said inner input shaft (15) and said outer input shaft (29) are rotatably supported by bearings on a transmission housing, both ends of said first output shaft (11) are rotatably supported by bearings on a transmission housing, and both ends of said second output shaft (17) are rotatably supported by bearings on a transmission housing.
7. The hybrid drive system of claim 2, wherein the seven speed hybrid transmission has a seven speed power transmission path of:
the clutch K1(2) is closed, the 7-gear synchronizer (19) is combined with the 4-gear driven gear (21), the 2/6-gear synchronizer (7) is combined with the 6-gear driven gear (8), the torque provided by the engine (1) and/or the motor (4) is transmitted to the 5-gear driving gear (12) on the inner input shaft (15) through the clutch K1(2), is transmitted to the 5-gear driven gear (20) and the 7-gear synchronizer (19) through the 5-gear driving gear (12), is transmitted to the 4-gear driven gear (21) through the combination of the 7-gear synchronizer (19) and the 4-gear driven gear (21), the 4-gear driven gear (21) transmits the torque to the 4/6-gear driving gear (27), the 4/6-gear driving gear (27) transmits the torque to the 6-gear driven gear (8), and then transmits the torque to the first transmission gear through the combination of the 2/6-gear synchronizer (7) and the 6-gear driven gear (8) And a first main reduction gear (5) on the output shaft (11), passes through the differential gear ring (26) and finally is output by the differential (25).
8. The hybrid drive system of claim 2, wherein the reverse power transmission path of the seven speed hybrid transmission is:
the clutch K2(30) is closed, the 4/reverse synchronizer (22) is combined with a reverse gear (23), the torque provided by the engine (1) and/or the motor (4) is transmitted to a 2-gear driving gear (28) on an outer input shaft (29) through the clutch K2(30), transmitted to a 2-gear driven gear (6) through the 2-gear driving gear (28), transmitted to the reverse gear (23) through the 2-gear driven gear (6), transmitted to a second main reduction gear (24) on a second output shaft (17) through the combination of the 4/reverse synchronizer (22) and the reverse gear (23), transmitted to the second main reduction gear (24) on the second output shaft (17), and then transmitted to the gear ring differential (26), and finally output power through the differential (25).
9. Hybrid drive system according to claim 1, characterized in that the clutch K1(2) is integrated into a double clutch with a clutch K2(30), which is arranged coaxially with the clutch K0(3), one end of the clutch K0(3) being fixedly connected to the rotor of the electric machine (4) and the other end of the clutch K0(3) being fixedly connected to the output shaft of the engine (1).
10. A vehicle characterized by comprising the hybrid drive system of any one of claims 1 to 9.
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| CN202010201152.3A CN113492667B (en) | 2020-03-20 | 2020-03-20 | Hybrid drive system and vehicle |
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