CN113682126A - Hybrid drive systems and vehicles - Google Patents
Hybrid drive systems and vehicles Download PDFInfo
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- CN113682126A CN113682126A CN202010420894.5A CN202010420894A CN113682126A CN 113682126 A CN113682126 A CN 113682126A CN 202010420894 A CN202010420894 A CN 202010420894A CN 113682126 A CN113682126 A CN 113682126A
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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
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
- B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
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- 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、电机及九挡混合动力变速器，所述九挡混合动力变速器包括第二输入轴、第二主减齿轮、2挡从动齿轮、6挡从动齿轮、3挡从动齿轮、1挡从动齿轮、第二输出轴、3/5挡主动齿轮、1挡主动齿轮、7挡主动齿轮、第一输入轴、第一输出轴、7挡从动齿轮、5挡从动齿轮、8挡从动齿轮、差速器、差速器齿圈、倒挡齿轮、第一主减齿轮、6/8挡主动齿轮、2挡主动齿轮、离合器K2、离合器K1、离合器K0及同步装置。本发明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、零件较少、结构紧凑、效率高及低能耗等优势。
The 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 nine-speed hybrid transmission, wherein the nine-speed hybrid transmission includes a second input shaft, a second main Reduction gear, 2nd driven gear, 6th driven gear, 3rd driven gear, 1st driven gear, 2nd output shaft, 3/5th driving gear, 1st driving gear, 7th driving gear, 1st gear 1 input shaft, 1st output shaft, 7th gear driven gear, 5th gear driven gear, 8th gear driven gear, differential, differential ring gear, reverse gear, first main reduction gear, 6/8 Gear driving gear, 2 gear driving gear, clutch K2, clutch K1, clutch K0 and synchronizing device. The hybrid drive system 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, fewer parts, compact structure, 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 nine-gear hybrid transmission, where the nine-gear hybrid transmission includes a second input shaft, a second main reduction gear, a 2-gear driven gear, a 6-gear driven gear, a 3-gear driven gear, a 1-gear driven gear, a second output shaft, an 3/5-gear driving gear, a 1-gear driving gear, a 7-gear driving gear, a first input shaft, a first output shaft, a 7-gear driven gear, a 5-gear driven gear, an 8-gear driven gear, a differential ring gear, a reverse gear, a first main reduction gear, a 6/8-gear driving gear, a 2-gear driving gear, a clutch K2, a clutch K1, a clutch K0, and a synchronizer:
the first input shaft and the second input shaft are coaxially nested, the first input shaft is connected with the motor through a clutch K1, the second input shaft is connected with the motor through a clutch K2, and the motor is connected with the engine through a clutch K0; the 3/5-gear driving gear, the 1-gear driving gear and the 7-gear driving gear are sequentially fixed on the first input shaft in a direction away from the engine, and the 2-gear driving gear and the 6/8-gear driving gear are sequentially fixed on the second input shaft in a direction away from the engine;
the first output shaft, the second output shaft and the second input shaft are arranged in parallel at intervals, the reverse gear, the 8-gear driven gear, the 5-gear driven gear and the 7-gear driven gear are sequentially sleeved on the first output shaft in a direction away from the engine in an empty mode, and the 2-gear driven gear, the 6-gear driven gear, the 3-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 3/5-gear driving gear is meshed with the 5-gear driven gear and the 3-gear driven gear simultaneously, the 6/8-gear driving gear is meshed with the 8-gear driven gear and the 6-gear driven gear simultaneously, and the 7-gear driving gear is meshed with the 7-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 9 forward gears and 9 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 power generation mode, a braking energy recovery mode, an engine starting mode and a parking power generation mode, can be realized, the hybrid power driving system is suitable for various road conditions, the engine is ensured to always run in the optimal working area, the engine efficiency is improved, the energy recovery can be realized, and the energy conservation and emission reduction can be realized to the maximum extent.
Through the mode of detouring, realize 4, 9 grades of transmissions, cancelled 4, 9 grades of owner, driven gears, obtain many grades of transmissions with less gear plane, shorten the axial length, weight reduction, practice thrift the cost. Nine-gear transmission is realized under the condition of less gear number, and the fuel efficiency and the economy of the transmission are higher. Nine forward gears and one reverse gear are realized, pure electric and hybrid driving is realized by a simple structure, the effects of energy conservation and emission reduction are achieved, the double-clutch transmission has the advantages of short axial length, fewer parts, compact structure, high efficiency, low energy consumption and the like, and the manufacturing cost and the research and development cost can be greatly reduced because the resources of the double clutches are utilized to the maximum extent.
In addition, the second output shaft is used as an idler shaft in reverse gear transmission, and the second output shaft and the 2-gear driven gear are used as transmission parts of reverse gear, so that a special reverse gear shaft is saved, gear recycling is increased, weight is reduced, and cost is saved. The center distance between the input shaft and the two output shafts can be designed to be smaller, and the structure is more compact. 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.
In the gear arrangement, a low-gear large gear is arranged on a second output shaft, so that the oil stirring loss is reduced, and the efficiency of the transmission is improved.
The 1 st gear and the reverse gear are respectively controlled by different clutches (the 1 st gear is controlled by the clutch K1, and the reverse gear is controlled by the clutch K2), so that the service life of the clutch is prolonged.
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. a second input shaft; 2. a second main reduction gear; 3. a 2-gear driven gear; 4. 2/6 Gear synchronizer; 5. a 6-gear driven gear; 6. a 3-gear synchronizer; 7. a 3-gear driven gear; 8. 1/3 Gear synchronizer; 9. a 1-gear driven gear; 10. a second output shaft; 11. 3/5 gear drive gear; 12. a 1-gear driving gear; 13. a 7-gear driving gear; 14. a first input shaft; 15. a first output shaft; 16. a 7-gear driven gear; 17. 5/7 Gear synchronizer; 18. a 5-gear driven gear; 19. a 8-gear synchronizer; 20. a 8-gear driven gear; 21. 8/reverse gear synchronizer; 22. a differential mechanism; 23. a differential ring gear; 24. a reverse gear; 25. a first main reduction gear; 26. 6/8 gear drive gear; 27. a 2-gear driving gear; 28. an engine; 29. the clutch K2; 30. the clutch K1; 31. the clutch K0; 32. an electric motor.
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, a hybrid drive system according to an embodiment of the present invention includes an engine 28, a motor 32, and a nine-gear hybrid transmission including a second input shaft 1, a second main reduction gear 2, a 2-gear driven gear 3, a 6-gear driven gear 5, a 3-gear driven gear 7, a 1-gear driven gear 9, a second output shaft 10, 3/5-gear driving gear 11, a 1-gear driving gear 12, a 7-gear driving gear 13, a first input shaft 14, a first output shaft 15, a 7-gear driven gear 16, a 5-gear driven gear 18, an 8-gear driven gear 20, a differential 22, a differential ring gear 23, a reverse gear 24, a first main reduction gear 25, a 6/8-gear driving gear 26, a 2-gear driving gear 27, a clutch K229, a clutch K130, a clutch K031, and a synchronizer.
The first input shaft 14 is coaxially nested with the second input shaft 1, the first input shaft 14 is connected with the motor 32 through a clutch K130, the second input shaft 1 is connected with the motor 32 through a clutch K229, and the motor 32 is connected with the engine 28 through a clutch K031; the 3/5 th gear drive gear 11, the 1 st gear drive gear 12, and the 7 th gear drive gear 13 are sequentially fixed to the first input shaft 14 in a direction away from the engine 28, and the 2 nd gear drive gear 27 and the 6/8 th gear drive gear 26 are sequentially fixed to the second input shaft 1 in a direction away from the engine 28.
The first output shaft 15, the second output shaft 10 and the second input shaft 1 are arranged in parallel at intervals, the reverse gear 24, the 8-gear driven gear 20, the 5-gear driven gear 18 and the 7-gear driven gear 16 are sequentially sleeved on the first output shaft 15 in a direction away from the engine 28, and the 2-gear driven gear 3, the 6-gear driven gear 5, the 3-gear driven gear 7 and the 1-gear driven gear 9 are sequentially sleeved on the second output shaft 10 in a direction away from the engine 28; the 1 st gear driving gear 12 is engaged with the 1 st gear driven gear 9, the 2 nd gear driven gear 3 is simultaneously engaged with the 2 nd gear driving gear 27 and the reverse gear 24, the 3/5 th gear driving gear 11 is simultaneously engaged with the 5 th gear driven gear 18 and the 3 rd gear driven gear 7, the 6/8 th gear driving gear 26 is simultaneously engaged with the 8 th gear driven gear 20 and the 6 th gear driven gear 5, and the 7 th gear driving gear 13 is engaged with the 7 th gear driven gear 16; the first main reduction gear 25 is fixed to the first output shaft 15, the second main reduction gear 2 is fixed to the second output shaft 10, the first main reduction gear 25 and the second main reduction gear 2 are simultaneously meshed with the differential ring gear 23, and the differential ring gear 23 is disposed on the differential 22.
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 9 forward gears and 9 reverse gears.
In one embodiment, the synchronizer includes 2/6 gear synchronizers 4, 3 gear synchronizers 6, 1/3 gear synchronizers 8, 5/7 gear synchronizers 17, 8 gear synchronizers 19 and 8/reverse gear synchronizers 21, the 5/7 gear synchronizers 17, 8 gear synchronizers 19 and 8/reverse gear synchronizers 21 are disposed on the first output shaft 15, and the 2/6 gear synchronizers 4, 3 gear synchronizers 6, 1/3 gear synchronizers 8 are disposed on the second output shaft 10.
The 2/6-speed synchronizer 4 is located between the 2-speed driven gear 3 and the 6-speed driven gear 5 and is used for controlling the combination and the separation of the 2-speed driven gear 3 and the 6-speed driven gear 5 and the second output shaft 10.
The 3-gear synchronizer 6 is positioned between the 3-gear driven gear 7 and the 6-gear driven gear 5 and is used for controlling the combination and the separation of the 3-gear driven gear 7 and the 6-gear driven gear 5.
The 1/3-speed synchronizer 8 is located between the 1-speed driven gear 9 and the 3-speed driven gear 75-speed driven gear 18 and is used for controlling the combination and the separation of the 1-speed driven gear 9 and the 3-speed driven gear 75-speed driven gear 18 and the second output shaft 10.
The 5/7-speed synchronizer 17 is located between the 5-speed driven gear 18 and the 7-speed driven gear 16, and is used for controlling the combination and the separation of the 5-speed driven gear 18 and the 7-speed driven gear 16 with the first output shaft 15.
The 8 th synchronizer 19 is located between the 5 th driven gear 18 and the 8 th driven gear 20, and is used for controlling the engagement and disengagement between the 5 th driven gear 18 and the 8 th driven gear 20.
The 8/reverse synchronizer 21 is located between the 8 th driven gear 20 and the reverse gear 24, and is used for controlling the combination and the separation of the 8 th driven gear 20 and the reverse gear 24 with the first output shaft 15.
Namely, the 2 nd and 6 th driven gears 3 and 5 are selectively combined by the 2/6 th synchronizer 4 to realize 2 nd and 6 th power output; the 3-gear synchronizer 6 selectively combines the 3-gear driven gear 7 and the 6-gear driven gear 5 to realize 4-gear power output; the 1-gear driven gear 9 and the 3-gear driven gear 7 are selectively combined by the 1/3-gear synchronizer 8 to realize the power output of the 1 gear and the 3 gear; the 5-gear driven gear 18 and the 7-gear driven gear 16 are selectively combined by the 5/7-gear synchronizer 17 to realize 5-gear and 7-gear power output; the 8-gear driven gear 20 and the reverse gear 24 are selectively combined by the 8/reverse gear synchronizer 21 to realize the power output of 8-gear and reverse gear; the 8 th synchronizer 19 selectively combines the 5 th driven gear 18 and the 8 th driven gear 20 to realize 9 th power output.
In addition, 3, 5 gears share one driving gear (3/5 gear driving gear 11), 6, 8 gears share one driving gear (6/8 gear driving gear 26), 2, reverse gears share one driving gear (2 gear driving gear 27), 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 25, the reverse gear 24, the 8/reverse synchronizer 21, the 8 th driven gear 20, the 8 th synchronizer 19, the 5 th driven gear 18, the 5/7 th synchronizer 17 and the 7 th driven gear 16 are arranged on the first output shaft 15 in sequence in a direction away from the engine 28. The second main reduction gear 2, the 2 nd-gear driven gear 3, the 2/6 th-gear synchronizer 4, the 6 th-gear driven gear 5, the 3 rd-gear synchronizer 6, the 3 rd-gear driven gear 7, the 1/3 th-gear synchronizer 8 and the 1 st-gear driven gear 9 are sequentially arranged on the second output shaft 10 in a direction away from the engine 28.
In one embodiment, the gear hubs of the 5/7 gear synchronizer 17 and the 8/reverse gear synchronizer 21 are splined on the first output shaft 15, and the gear hub of the 8 gear synchronizer 19 is fixed with the 8 gear driven gear 20 by welding, spline connection, interference press fitting or integral molding. The gear hubs of the 2/6 gear synchronizer 4 and the 1/3 gear synchronizer 8 are connected to the second output shaft 10 through splines, and the gear hub of the 3 gear synchronizer 6 is fixed with the 3 gear driven gear 7 through welding, spline connection, interference press fitting or integral forming and the like.
The hub of the 8 th synchronizer 19 is fixed to the 8 th driven gear 20, so that the 5 th driven gear 18 is engaged with the 8 th driven gear 20 and rotates synchronously when the 8 th synchronizer 19 is engaged with the 5 th driven gear 18.
The hub of the 3 rd synchronizer 6 is fixed to the 3 rd driven gear 7, so that the 3 rd driven gear 7 is coupled to the 6 th driven gear 5 and rotates synchronously when the 3 rd synchronizer 6 is coupled to the 6 th driven gear 5. In one embodiment, the 3/5-stage driving gear 11, the 5-stage driven gear 18 and the 3-stage driven gear 7 are a co-planar gear set, the 6/8-stage driving gear 26, the 8-stage driven gear 20 and the 6-stage driven gear 5 are a co-planar gear set, the 2-stage driven gear, the 2-stage driving gear 27 and the reverse gear 24 are a co-planar gear set, and the first main reduction gear 25, the second main reduction gear 2 and the differential ring gear 23 are a co-planar gear set. 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 first input shaft 14 are rotatably supported on the transmission housing through bearings, the two ends of the second input shaft 1 are rotatably supported on the transmission housing through bearings, the two ends of the first output shaft 15 are rotatably supported on the transmission housing through bearings, and the two ends of the second output shaft 10 are rotatably supported on the transmission housing through bearings. To achieve stable support of the respective shafts.
In one embodiment, the 3/5 gear driving gear 11, the 1 gear driving gear 12 and the 7 gear driving gear 13 are fixed on the first input shaft 14 by welding, spline connection, interference press fitting or integral molding. The 2 nd gear driving gear 27 and the 6/8 nd gear driving gear 26 are fixed on the second input shaft 1 by welding, spline connection, interference press fitting or integral molding.
In one embodiment, the reverse gear 24, the 8-speed driven gear 20, the 5-speed driven gear 18, and the 7-speed driven gear 16 are sleeved on the first output shaft 15 through a bearing. The 2-gear driven gear 3, the 6-gear driven gear 5, the 3-gear driven gear 7 and the 1-gear driven gear 9 are freely sleeved on the second output shaft 10 through bearings.
In one embodiment, the clutch K130 and the clutch K229 are integrated into a dual clutch, which is coaxially disposed with a clutch K031, and the clutch K031 is connected between the rotor of the electric motor 32 and the output shaft of the engine 28. The housing of the clutch K031 is fixed to the rotor of the motor 32 by welding or the like.
The hybrid power driving system provided by the embodiment of the invention is additionally provided with the motor and the clutch K0 for controlling the combination and disconnection of the motor and the engine 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 power generation mode, a braking energy recovery mode, an engine starting mode and a parking power generation mode, is suitable for various road conditions, ensures that the engine always runs in an optimal working area, improves the efficiency of the engine, can realize energy recovery, and saves energy and reduces emission to the maximum extent.
Through the mode of detouring, realize 4, 9 grades of transmissions, cancelled 4, 9 grades of owner, driven gears, obtain many grades of transmissions with less gear plane, shorten the axial length, weight reduction, practice thrift the cost. Nine-gear transmission is realized under the condition of less gear number, and the fuel efficiency and the economy of the transmission are higher. Nine forward gears and one reverse gear are realized, pure electric and hybrid driving is realized by a simple structure, the effects of energy conservation and emission reduction are achieved, the double-clutch transmission has the advantages of short axial length, fewer parts, compact structure, high efficiency, low energy consumption and the like, and the manufacturing cost and the research and development cost can be greatly reduced because the resources of the double clutches are utilized to the maximum extent.
In addition, the second output shaft is used as an idler shaft in reverse gear transmission, and the second output shaft and the 2-gear driven gear are used as transmission parts of reverse gear, so that a special reverse gear shaft is saved, gear recycling is increased, weight is reduced, and cost is saved. The center distance between the input shaft and the two output shafts can be designed to be smaller, and the structure is more compact. 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.
In the gear arrangement, a low-gear large gear is arranged on a second output shaft, so that the oil stirring loss is reduced, and the efficiency of the transmission is improved.
The 1 st gear and the reverse gear are controlled by the clutch K1 through different clutches to control the 1 st gear, and the reverse gear is controlled by the clutch K2, so that the service life of the clutch is prolonged.
Nine forward gears and one reverse gear can be realized by controlling different working states of the clutch K130, the clutch K229, the clutch K031 and the synchronizers, so that the hybrid power driving 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 power generation 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 K031 is disconnected, the engine 28 does not participate in driving, and the motor 32 is used as a driving motor and can be used for low-speed working conditions such as vehicle starting and traffic jam; clutches K130 and K229 are selectively closed to effect odd and even gears driven by motor 32. Or when the vehicle runs stably on a good road surface, the clutch K031 is disconnected, the load of the engine 28 is reduced during the running of the vehicle, and the running resistance during the sliding is reduced.
The engine directly drives and motor drive parallel mode: under this condition, when the clutch K031 is engaged, the engine 28 and the motor 32 are driven in parallel, and the clutches K130 and K229 are selectively closed to realize odd and even gears under the driving of the motor.
Pure engine drive mode: under this condition, when the clutch K031 is engaged, the vehicle is just in the optimal engine operating region, the electric machine 32 does not provide power for driving, and the clutches K130 and K229 are selectively closed to realize odd and even gears driven by the electric machine 32.
And in the braking energy recovery mode, under the working condition, the clutch K031 is disconnected, and the braking energy recovery mode is mainly used for starting the engine mode by the brake when the vehicle running at high speed is braked for a long time, and the regenerated energy is stored in the battery through the power converter to realize braking energy recovery.
Starting the engine mode: under the working condition, the clutch K031 is combined, the motor 32 can replace a starter in a traditional vehicle, the motor 32 is utilized to start the engine 28, and the clutch K031 is combined to start the engine 28 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 28 is required to be introduced in the pure electric mode; or when a long braking process is about to be completed and it is desired to restart the engine 28, the braking energy may be used to restart the engine 28.
The driving power generation mode is as follows: under this condition, the clutch K031 is engaged, and in the running process of the vehicle, the engine 28 can be in the highest working efficiency region to drive the motor 32 to generate electricity, so that the energy of the engine 28 can be utilized to the maximum extent.
Parking power generation mode: under this condition, the clutch K031 is engaged, and when the vehicle is parked and the battery level is low, the motor 32 can be driven by the engine 28 to generate electricity.
The hybrid power driving system provided by the embodiment of the invention can realize 9 forward gears and 1 reverse gear.
The power transmission path of the hybrid drive system of the present embodiment when operating in each gear is described below with reference to fig. 1 (the following power source is a hybrid powertrain formed by the motor 32 and the engine 28):
a first gear power transmission route: 1/3 the speed synchronizer 8 is engaged with the 1 st driven gear 9, the clutch K130 is closed, and the torque provided by the power source is transmitted to the 1 st driving gear 12 of the first input shaft 14 through the clutch K130 and transmitted to the 1 st driven gear 9 through the 1 st driving gear 12. The 1/3-speed synchronizer 8 and the 1-speed driven gear 9 are combined to transmit torque to the second main reduction gear 2 on the second output shaft 10, then pass through the differential ring gear 23, and finally output power by the differential 22.
A second-gear power transmission route: 2/6 the synchronizer 4 is engaged with the driven gear 3 of the 2 nd gear, the clutch K229 is closed, the torque provided by the power source is transmitted to the second input shaft 1 through the clutch K229, is transmitted to the driven gear 3 of the 2 nd gear through the driving gear 27 of the 2 nd gear fixed on the second input shaft 1, is transmitted to the second main reduction gear 2 on the second output shaft 10 through the engagement of the synchronizer 4 of the 2/6 and the driven gear 3 of the 2 nd gear, passes through the differential ring gear 23, and is finally output by the differential 22.
A third gear power transmission route: 1/3 the speed synchronizer 8 is engaged with the 3 rd driven gear 7, the clutch K130 is closed, and the torque provided by the power source is transmitted to the 3 rd driving gear 11 of the first input shaft 14 through the clutch K130 and transmitted to the 3 rd driven gear 7 through the 3/5 th driving gear 11. Torque is transmitted to the second reduction gear 2 on the second output shaft 10 through the combination of the 1/3-speed synchronizer 8 and the 3-speed driven gear 7, then through the differential ring gear 23, and finally power is output by the differential 22.
A fourth gear power transmission route: the 3 rd synchronizer 6 is engaged with the 6 th driven gear 5, the 8/reverse synchronizer 21 is engaged with the 8 th driven gear 20, the clutch K130 is closed, the torque provided by the power source is transmitted to the 3 rd driving gear 11 on the first input shaft 14 through the clutch K130, the torque is transmitted to the 3 rd stage driven gear 7 through the 3 rd stage driving gear 11, the torque is transmitted to the 6 th stage driven gear 5 through the combination of the 3 rd stage synchronizer 6 and the 6 th stage driven gear 5, the torque is transmitted to the 6/8 th stage driving gear 26 fixed on the second input shaft 1 through the 6 th stage driven gear 5, the torque is transmitted to the 8 th stage driven gear 20 through the 6/8 th stage driving gear 26, the torque is transmitted to the first main reduction gear 25 on the first output shaft 15 through the combination of the 8/reverse stage synchronizer 21 and the 8 th stage driven gear 20, and the power is finally output through the differential gear ring 23 and the differential 22.
A fifth gear power transmission route: 5/7 the gear synchronizer 17 is engaged with the 5 th driven gear 18, the clutch K130 is closed, and the torque provided by the power source is transmitted to the 3/5 th driving gear 11 of the first input shaft 14 through the clutch K130 and to the 5 th driven gear 18 through the 3/5 th driving gear 11. Torque is transmitted through the 5/7 combination of the synchronizer 17 and the 5 th driven gear 18 to the first reduction gear 25 on the first output shaft 15, through the differential ring gear 23, and finally out of the differential 22.
A six-gear power transmission route: 2/6 the speed synchronizer 4 is combined with the 6 th driven gear 5, the clutch K229 is closed, the torque provided by the power source is transmitted to the second input shaft 1 through the clutch K229, is transmitted to the 6 th driven gear 5 through the 6/8 speed driving gear 26 fixed on the second input shaft 1, is transmitted to the second main reducing gear 2 on the second output shaft 10 through the combination of the 2/6 speed synchronizer 4 and the 6 th driven gear 5, passes through the differential ring gear 23, and is finally output by the differential 22.
A seven-gear power transmission route: 5/7 the gear synchronizer 17 is engaged with the 7 th driven gear 16, the clutch K130 is closed, and the torque provided by the power source is transmitted to the 7 th driving gear 13 of the first input shaft 14 through the clutch K130 and transmitted to the 7 th driven gear 16 through the 7 th driving gear 13. Torque is transmitted through the 5/7 synchronizer 17 and the 7 th driven gear 16 combination to the first reduction gear 25 on the first output shaft 15, through the differential ring gear 23, and finally out of the differential 22.
Eight-gear power transmission route: the 8/reverse synchronizer 21 is engaged with the 8 th driven gear 20, the clutch K229 is closed, and torque provided by the power source is transmitted to the second input shaft 1 through the clutch K229 and to the 8 th driven gear 20 via the 6/8 th drive gear 26 fixed to the second input shaft 1. Torque is then transmitted through the combination of the 8/reverse synchronizer 21 and the 8 th driven gear 20 to the first main reduction gear 25 on the first output shaft 15, through the differential ring gear 23, and finally out of power by the differential 22.
Nine-gear power transmission route: the 8-speed synchronizer 19 is engaged with the 5-speed driven gear 18, the 5/7-speed synchronizer 17 is engaged with the 7-speed driven gear 16, the clutch K229 is closed, torque provided by a power source is transmitted to the second input shaft 1 through the clutch K229, the torque is transmitted to the 8-speed driven gear 20 through the 6/8-speed driving gear 26 fixed to the second input shaft 1, the torque is transmitted to the 5-speed driven gear 18 through the engagement of the 8-speed synchronizer 19 and the 5-speed driven gear 18, the torque is transmitted to the 3/5-speed driving gear 11 fixed to the first input shaft 14 through the 5-speed driven gear 18, the torque is transmitted to the first input shaft 14 through the 3/5-speed driving gear 11, and the torque is transmitted to the 7-speed driven gear 16 through the 7-speed driving gear 13 fixed to the first input shaft 14. Torque is transmitted through the 5/7 synchronizer 17 and the 7 th driven gear 16 combination to the first reduction gear 25 on the first output shaft 15, through the differential ring gear 23, and finally out of the differential 22.
Reverse gear power transmission route: the 8/reverse synchronizer 21 and the reverse gear 24 are combined, the clutch K229 is closed, the torque provided by the power source is transmitted to the second input shaft 1 through the clutch K229, is transmitted to the 2-gear driven gear 3 through the 2-gear driving gear 27 fixed on the second input shaft 1, is transmitted to the reverse gear 24 through the 2-gear driven gear 3, is transmitted to the first main reduction gear 25 on the first output shaft 15 through the combined reverse gear of the 8/reverse synchronizer 21 and the reverse gear 24, passes through the differential gear ring 23, and is finally output by the differential 22.
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)
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