A series-parallel hybrid transmission

Abstract

A series-parallel hybrid transmission, including a transmission device, a wiring harness, a shock absorber, an internal combustion engine, and a controller. The transmission device includes a battery and a battery management system, and the battery is connected to the first inverter and the second inverter , the first inverter is connected to the first motor, the output end of the first motor is provided with a first gear, the first gear is connected to the second input shaft through the first idler gear, the second inverter is connected to the second motor, The output end of the second motor is provided with a second gear, and the second gear is connected with the first input shaft through the second idler gear. The first input shaft is provided with a first synchronizer and a fourth-speed main gear. The clutch is connected to the second input shaft, and the second input shaft is connected to the internal combustion engine through the shock absorber. By adopting the above-mentioned structure, the fuel consumption can be reduced as much as possible, the impact of gear shifting can be reduced, and the power performance can be improved.

Description

technical field [0001] The invention relates to the field of automobile manufacturing, in particular to a series-parallel hybrid transmission. Background technique [0002] Hybrid technology can better reduce fuel consumption and emissions, and it also continues the traditional vehicle technology well. The technical threshold is relatively low, and the motor control technology is becoming more and more mature. There are many implementation forms of hybrid electric vehicles, and the most common ones on the market are parallel hybrid systems and hybrid hybrid systems. The parallel hybrid system is based on the conventional transmission, adding one or two power motors to transmit power to the vehicle axle in parallel, usually equipped with a charging device to form a plug-in hybrid transmission. [0003] Parallel hybrid transmissions can be divided into different configurations such as P0, P1, P2, P2.5, P3, and P4 according to the position of the power motor or the coupling el...

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Problems solved by technology

[0003] Parallel hybrid transmissions can be divided into different configurations such as P0, P1, P2, P2.5, P3, and P4 according to the position of the power motor or the coupling element. Among them, the P2.5 configuration is specially designed for "dual clutch transmission (DCT) + motor" structure, the overall cost is relatively high; the P0 configuration replaces the original conventional generator with a power motor, and the P1 configuration places the motor between the internal combustion engine and the main clutch. The disadvantage of these two configurations is that Low kinetic energy recovery efficiency, no independent electric drive capability or low drive efficiency; the P2 configuration places the power motor between the main clutch and the transmission, mostly with an automatic transmission (AT) with a hydraulic torque converter, or with a transmission belt When used in conjunction with CVT, there are still problems of high cost and low efficiency; when matched with mechanical automatic transmission (AMT) and dual clutch transmission (DCT) (P2.5 configuration), there will be a problem of power interruption for shifting; The P3 configuration puts the motor at the end of the transmission, and the P4 configuration puts the motor on another drive axle. In the case of using a single motor, the P3 and P4 configurations will not be able to realize the parking charging function, and the torque requirements of the power motor are relatively high.

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