Multi-mode multi-gear hybrid power transmission device

Abstract

A multi-mode multi-gear hybrid transmission, an engine is connected with a planetary gear mechanism through a first clutch, the planetary gear mechanism is connected with a second motor through a first input shaft, a first motor is connected through a hollow shaft, and a gear ring body is engaged with a second input shaft. The second input shaft is provided with a first gear shifting driving tooth, a second gear shifting driving tooth and a first synchronizer, the first input shaft is clearance-fitted with the hollow transmission shaft, the hollow transmission shaft is provided with a first gear shifting driven tooth and a second gear shifting driven tooth, the first and second gear shifting driven teeth are respectively engaged with the gear shifting driving teeth of the second input shaft, the hollow transmission shaft is connected with the first input shaft through a second clutch, the first input shaft is provided with a third gear shifting driving tooth and a fourth gear shifting driving tooth, the intermediate transmission shaft is clearance-fitted with a third gear shifting driven tooth, a fourth gear shifting driven tooth and a third synchronizer, the third and fourth gear shifting driven teeth are respectively engaged with the gear shifting driving teeth on the first input shaft, and the intermediate transmission shaft is connected with a differential through an output shaft.

Description

Technical Field

[0001] This invention relates to the field of hybrid vehicles, and more specifically to a multi-mode, multi-gear hybrid power transmission device. Background Technology

[0002] Hybrid electric vehicles combine a traditional internal combustion engine, an electric motor, and a battery, combining the long driving range of traditional fuel vehicles with the low fuel consumption and low emissions of new energy vehicles.

[0003] Currently, hybrid electric vehicles (HEVs) typically have only a single gear in their powertrain, achieving fuel efficiency and emissions reduction through simplistic power output distribution. However, when using internal combustion engines or hybrid powertrains, fuel consumption is not significantly reduced, and may even be higher than that of traditional gasoline vehicles, especially at high speeds or constant speeds. Furthermore, existing hybrid vehicle architectures generally only involve a simple superposition of power sources without economic analysis based on these sources. This often results in jerky transitions between power sources, severely impacting driving comfort. These are all problems that major automakers urgently need to address. Summary of the Invention

[0004] The purpose of this invention is to address the shortcomings of existing technologies by providing a multi-mode, multi-gear hybrid power transmission device that effectively solves the problem of power source jerking in hybrid vehicles and improves driving comfort.

[0005] The purpose of the present application is achieved by the following scheme: a multi-mode multi-gear hybrid transmission device, comprising an engine, a first motor, a second motor, the engine crankshaft is connected to a planetary carrier of a planetary gear mechanism through a first clutch, the sun gear of the planetary gear mechanism is connected to the second motor through a first input shaft, the ring gear body of the planetary gear mechanism is connected to the first motor through a hollow shaft fitted on the first input shaft with clearance, the ring gear body comprises a first ring gear and a second ring gear, the first ring gear is engaged with the planet wheel, the second ring gear is engaged with the input gear of a second input shaft, the first shift driving tooth and the second shift driving tooth are fitted on the second input shaft with clearance, a first synchronizer is arranged between the first shift driving tooth and the second shift driving tooth, a hollow transmission shaft is fitted on the first input shaft with clearance, a first shift driven tooth engaged with the first shift driving tooth and a second shift driven tooth engaged with the second shift driving tooth are arranged on the hollow transmission shaft, the hollow transmission shaft is connected to the first input shaft through a second clutch, a third shift driving tooth and a fourth shift driving tooth are arranged on the first input shaft, a third shift driven tooth and a fourth shift driven tooth are fitted on an intermediate transmission shaft with clearance, a third synchronizer is arranged between the third shift driven tooth and the fourth shift driven tooth, the third shift driven tooth is engaged with the third shift driving tooth, the fourth shift driven tooth is engaged with the fourth shift driving tooth, the output gear of the intermediate transmission shaft is connected to a differential through an output shaft provided with a gear.

[0006] A second synchronizer is arranged on the hollow transmission shaft, a reverse gear is fitted on the hollow transmission shaft with clearance beside the second synchronizer, the reverse gear is engaged with a reverse input tooth on a reverse shaft, a reverse output tooth on the reverse shaft is engaged with the fourth shift driven tooth.

[0007] The driving disc of the second clutch is fixedly connected to the hollow transmission shaft, and the driven disc is fixedly connected to the first input shaft.

[0008] The second input shaft and the intermediate transmission shaft are located on the same axial line and are supported by bearing fitting.

[0009] The ring gear body has a shape in axial section, and the first ring gear and the second ring gear are respectively located at the two axial ends of the ring gear body.

[0010] The first shift driving tooth, the second shift driving tooth, the third shift driven tooth, the fourth shift driven tooth, and the reverse gear on the hollow transmission shaft are all double coupling teeth.

[0011] The second motor is a bidirectional motor.

[0012] The output shaft is provided with a driven gear at one end engaged with the output gear of the intermediate transmission shaft, and a bevel gear at the other end engaged with the main reduction gear of the differential.

[0013] The engine is an engine without a starting motor.

[0014] By the above scheme, the power of the engine, the first motor and the second motor is coupled through the planetary gear transmission mechanism to realize combination of multiple power sources; the first input shaft and the second input shaft are connected and matched to transmit power through the hollow transmission shaft, and the first input shaft, the second input shaft and the intermediate transmission shaft are provided with synchronizers and shift gears to form a multi-mode multi-gear structure through cooperation of the power sources. The multi-mode multi-gear hybrid power transmission device runs in the optimal power interval and the power source switching is stable, multiple power output modes are provided to more comprehensively cover the vehicle operating conditions, the power performance and the economy of the vehicle are maximized, and the problem of jerk of the hybrid electric vehicle power source switching is solved, and the driving comfort is improved.

[0015] The application will be further described below in combination with the drawings and specific embodiments of the application. BRIEF DESCRIPTION OF DRAWINGS

[0016] Figure 1 The figure is a structural schematic diagram of the application. DETAILED DESCRIPTION

[0017] As Figure 1As shown, a multi-mode multi-gear hybrid transmission device includes an engine 1, a first motor 6, a second motor 13, the engine 1 is an engine without a starting motor. The crankshaft of the engine 1 is connected to the planet carrier 3 of a planetary gear mechanism 21 through a first clutch K0, the sun gear 4 of the planetary gear mechanism 21 is connected to the second motor 13 through a first input shaft 15, the second motor 13 is a bidirectional motor, the ring gear body 5 of the planetary gear mechanism 21 is connected to the first motor 6 through a hollow shaft fitted on the first input shaft 15. The axial cross section of the ring gear body 5 is T-shaped, and the two ends are respectively provided with a first ring gear and a second ring gear, the first ring gear is engaged with the planetary gear 24, and the second ring gear is engaged with the input gear 9 of the second input shaft 7. The second input shaft 7 is fitted with a first shift driving tooth A and a second shift driving tooth B, and a first synchronizer S1 is arranged between the first and second shift driving teeth. The first input shaft 15 is fitted with a hollow transmission shaft 19, the hollow transmission shaft 19 is provided with a first shift driven tooth 20 engaged with the first shift driving tooth A and a second shift driven tooth 18 engaged with the second shift driving tooth B, and a second synchronizer S2 is arranged on the hollow transmission shaft 19. A reverse gear C is fitted on the hollow transmission shaft 19 beside the second synchronizer S2, the reverse gear C is engaged with the reverse input tooth 8 on the reverse shaft R, and the reverse output tooth 11 on the reverse shaft R is engaged with the fourth shift driven tooth E. The hollow transmission shaft 19 is connected to the first input shaft 15 through a second clutch K1, the driving disc of the second clutch K1 is fixedly connected to the hollow transmission shaft 19, and can also be fixedly connected to the tooth hub of the second synchronizer S2 through a connecting shaft, the driven disc of the second clutch K1 is fixedly connected to the first input shaft 15, and the connection and separation of the hollow transmission shaft 19 and the first input shaft 15 are realized through the engagement and separation of the second clutch K1. The first input shaft 15 is provided with a third shift driving tooth 16 and a fourth shift driving tooth 14, and a third shift driven tooth D and a fourth shift driven tooth E are fitted on an intermediate transmission shaft 12, a third synchronizer S3 is arranged between the third and fourth shift driven teeth, the third shift driven tooth D is engaged with the third shift driving tooth 16, and the fourth shift driven tooth E is engaged with the fourth shift driving tooth 14. The first shift driving tooth A, the second shift driving tooth B, the third shift driven tooth D, the fourth shift driven tooth E, and the reverse gear C on the hollow transmission shaft 19 are all double teeth. The second input shaft 7 and the intermediate transmission shaft 12 are located on the same axial line and are supported by bearing cooperation, and the second input shaft 7 and the intermediate transmission shaft 12 do not directly transmit power. The output gear 10 of the intermediate transmission shaft 12 is engaged with the driven gear arranged at one end of an output shaft 22, and the bevel gear arranged at the other end of the output shaft 22 is engaged with the main reduction gear of a differential 23.In the embodiment, the power transmission shafts such as the first input shaft 15, the second input shaft 7, the intermediate transmission shaft 12, the hollow shaft, the hollow transmission shaft 19 are all supported on the power assembly housing by bearings.

[0018] In the embodiment, the first shift driving tooth A and the first shift driven tooth 20 are a group of speed-increasing gear pairs, the second shift driving tooth B and the second shift driven tooth 18 are a group of speed-reducing gear pairs, the third shift driving tooth 16 and the third shift driven tooth D are a group of speed-increasing gear pairs, and the fourth shift driving tooth 14 and the fourth shift driven tooth E are a group of speed-reducing gear pairs.

[0019] The working modes of the multi-mode multi-gear hybrid power transmission device in the embodiment are as follows:

[0020] 1. Starting mode: According to different power sources, the starting mode can be divided into engine starting and pure electric starting. In order to avoid excessive energy consumption during starting, the controller selects the most energy-saving way to start according to the actual situation. The states of the related components in each mode during starting are shown in Table 1.

[0021] Table 1

[0022]

[0023] The power transmission conditions of the engine starting mode and the pure electric starting mode (taking the second motor starting as an example) are introduced below.

[0024] Engine starting mode: The first clutch K0 is engaged, the first motor 6 is relatively stationary and locked with the ring gear body 5, and the second motor 13 acts as a starting motor. The power of the second motor 13 is transmitted to the sun gear 4 through the first input shaft 15, the sun gear 4 drives the planet carrier 3 to transmit to the engine 1 through the first clutch K0, the engine 1 starts to complete the vehicle starting. In the embodiment, the engine does not have a starting motor, and during the engine starting process, the second motor 13 acts as a starting motor in combination with the first motor 6 to keep the power uninterrupted, and together assists the engine to complete the starting.

[0025] Pure electric starting mode: The engine 1 is not started, the first motor 6 is free to rotate, the third synchronizer S3 is combined with the third shift driven tooth D, and the second motor 13 starts to directly start the vehicle. When the second motor 13 starts, the power is transmitted to the third shift driven tooth D through the first input shaft 15, transmitted to the intermediate transmission shaft 12 through the third synchronizer S3, and finally transmitted to the output shaft 22 to output power to start the vehicle.

[0026] 2. Driving mode:

[0027] 1) Pure electric driving mode: According to the state of the motor participating in operation, it can be divided into second motor driving, first motor driving, and dual motor driving. The states of the related components in the pure electric driving mode are shown in Table 2.

[0028] Table 2

[0029]

[0030] a. When the second motor 13 is used as the driving motor alone, the torque output is adjusted by changing the engagement state of the first synchronizer S1 and the third synchronizer S3 to adapt to different driving conditions, and the energy is mainly transmitted through the first input shaft 15 and the intermediate transmission shaft 12. For example, in the working condition where the first synchronizer S1 is not engaged and the third synchronizer S3 is engaged with the third shift driven gear D, the power is sequentially transmitted through the first input shaft 15, the third shift driven gear D, the intermediate transmission shaft 12, and the output shaft 22.

[0031] b. When the first motor 6 is used as the driving motor alone, the torque output is adjusted by changing the engagement state of the first synchronizer S1, the third synchronizer S3, and the second clutch K1 to adapt to different driving conditions, and the power transmission is mainly through the first input shaft 15, the second input shaft 7, and the intermediate transmission shaft 12. For example, in the working condition where the first synchronizer S1 is engaged with the first shift driving gear A, the third synchronizer S3 is engaged with the third shift driven gear D, and the second clutch K1 is engaged, the power is sequentially transmitted through the hollow shaft, the ring gear body 5, the second input shaft 7, the first synchronizer S1, the first shift driving gear A, the hollow transmission shaft 19, the second clutch K1, the first input shaft 15, the third shift driven gear D, the third synchronizer S3, the intermediate transmission shaft 12, and the output shaft 22.

[0032] c. When the dual-motor drive is used, the torque output is adjusted by changing the engagement state of the first synchronizer S1, the third synchronizer S3, and the second clutch K1 to adapt to different driving conditions, and the power transmission is mainly through the first input shaft 15, the second input shaft 7, and the intermediate transmission shaft 12. In this process, the first motor 6 and the second motor 13 are dynamically adjusted according to the management strategy to select the optimal power transmission path and maintain the optimal driving mode.

[0033] 2) Engine driving mode: the first clutch 2 is engaged, the first motor 6 and the second motor 13 are free to rotate, and the planetary gear transmission mechanism 21 is relatively locked. To provide the required torque for different working conditions, the engagement state of the second synchronizer 8, the third synchronizer 10, and the second clutch 28 is changed to adjust the torque output size, and the energy is mainly transmitted through the planetary gear transmission mechanism 21, the second input shaft 7, the hollow transmission shaft 19, the first input shaft 15, the intermediate transmission shaft 12, and the output shaft 22 to the vehicle. The relevant component states are shown in Table 3.

[0034] Table 3

[0035]

[0036] 3) Hybrid drive mode: According to the working state of the motor, it is divided into second motor and engine hybrid drive, first motor and engine hybrid drive, double motor and engine hybrid drive. In hybrid drive mode, the engine and motor power form a power coupling to enhance power output. The state of the related components in hybrid drive mode is shown in Table 4.

[0037] Table 4

[0038]

[0039] a. When the second motor 13 is hybrid driven with the engine, the first clutch K0 is engaged, the first motor 6 is free to rotate, and the torque output size is adjusted by changing the engagement state of the first synchronizer S1, the third synchronizer S3 and the second clutch K1. The power of the second motor 13 and the engine 1 is coupled on the first input shaft 15, and is transmitted through the intermediate transmission shaft 12. The energy is mainly transmitted through the second input shaft 7, the hollow transmission shaft 19, the first input shaft 15 and the intermediate transmission shaft 12.

[0040] b. When the first motor 6 is hybrid driven with the engine, the first clutch K0 is engaged, the second motor 13 is free to rotate, and the torque output size is adjusted by changing the engagement state of the first synchronizer S1, the third synchronizer S3 and the second clutch K1. The power of the second motor 13 and the engine 1 is coupled on the first input shaft 15, and is transmitted through the intermediate transmission shaft 12. The energy is mainly transmitted through the second input shaft 7, the hollow transmission shaft 19, the first input shaft 15 and the intermediate transmission shaft 12.

[0041] c. When the double motor is hybrid driven with the engine, the first clutch K0 is engaged, the first motor 6 and the second motor 13 work, and the torque output size is adjusted by changing the engagement state of the first synchronizer S1, the third synchronizer S3 and the second clutch K1. The double motor is adjusted as an electric motor or a generator to participate in hybrid driving according to the state of the remaining power of the power battery. The power of the second motor 13, the first motor 6 and the engine 1 is coupled on the first input shaft 15, and is transmitted through the intermediate transmission shaft 12. The energy is mainly transmitted through the second input shaft 7, the hollow transmission shaft 19, the first input shaft 15 and the intermediate transmission shaft 12.

[0042] 3. Braking energy recovery mode: According to the motor participating in operation, it can be divided into: second motor braking, first motor braking, double motor braking. In the case of braking energy recovery mode, the first motor 6 and the second motor 13 both act as generators, so the main energy transmission route is consistent with the pure electric drive mode, only the energy flow direction is opposite. The state of the related components is shown in Table 5.

[0043] Table 5

[0044]

[0045] Note: In Table 1 to Table 5, MG1 represents the first motor, MG2 represents the second motor, K0 represents the first clutch, K1 represents the second clutch, S1 represents the first synchronizer, S2 represents the second synchronizer, S3 represents the third synchronizer; "X" represents that the engine motor is in a non-working state, and the clutch and the synchronizer are in a non-coupling state; "√" represents that the engine motor is in a working state; A, B, D, and E represent the gears engaged when the synchronizer is engaged.

[0046] In the embodiment, the engine 1, the first motor 6, and the second motor 13 are connected through the planetary gear transmission mechanism 21, the planetary gear transmission mechanism 21 decouples and couples power, and provides a power source in multiple modes; the synchronizer and the shift gear arranged through the first input shaft 15, the second input shaft 7, and the intermediate transmission shaft 12 realize multi-gear power output. The hollow transmission shaft 19 is arranged between the first input shaft 15 and the second input shaft 7 and is not directly connected to any power source, and the hollow transmission shaft 19 connects the two main power transmission lines, and the multi-mode power and the multi-gear are combined to form a multi-mode multi-gear hybrid power transmission device.

[0047] Compared with the prior art, the multi-mode multi-gear hybrid power transmission device uses the planetary gear transmission mechanism as a power coupling device, has a reasonable structure arrangement, high bearing capacity, high and stable transmission efficiency; there are more gear options in different modes, covering most of the driving conditions, and each condition can be operated in the most economic range; the power source can be smoothly switched without impact through the cooperation of the synchronizer and the clutch, greatly improving the vehicle comfort; the device can be developed according to the existing AMT transmission, greatly reducing the manufacturing and development cost.

[0048] The above only describes the preferred embodiments of the present application and is not used to limit the present application, and the person skilled in the art can make changes to the present application without departing from the spirit of the present application, and the changes fall within the protection scope of the present application.

Claims

1. A multimode multi-speed hybrid power transmission device comprising an engine (1), a first electric machine (6), a second electric machine (13), characterized in that: The engine (1) crankshaft is connected with the planet carrier (3) of a planetary gear transmission mechanism (21) through a first clutch (K0), the sun gear (4) of the planetary gear transmission mechanism (21) is connected with a second motor (13) through a first input shaft (15), the ring gear body (5) of the planetary gear transmission mechanism (21) is connected with a first motor (6) through a hollow shaft fitted on the first input shaft (15) in clearance, the ring gear body (5) comprises a first ring gear and a second ring gear, the axial cross section of the ring gear body (5) is T-shaped, the first ring gear and the second ring gear are respectively located at the two axial ends of the ring gear body (5), the first ring gear is engaged with a planetary gear (24), the second ring gear is engaged with an input gear (9) of a second input shaft (7), the first shift driving tooth (A) and the second shift driving tooth (B) are fitted on the second input shaft (7) in clearance, a first synchronizer (S1) is arranged between the first shift driving tooth and the second shift driving tooth, the first shift driving tooth (A) or the second shift driving tooth (B) can be connected with the second input shaft (7) by controlling the first synchronizer (S1), a hollow transmission shaft (19) is fitted on the first input shaft (15) in clearance, the first shift driven tooth (20) is fixedly arranged on the hollow transmission shaft (19) and engaged with the first shift driving tooth (A), the second shift driven tooth (18) is fixedly arranged on the hollow transmission shaft (19) and engaged with the second shift driving tooth (B), the hollow transmission shaft (19) is connected with the first input shaft (15) through a second clutch (K1), the third shift driving tooth (16) and the fourth shift driving tooth (14) are fixedly arranged on the first input shaft (15), the third shift driven tooth (D) and the fourth shift driven tooth (E) are fitted on an intermediate transmission shaft (12) in clearance, a third synchronizer (S3) is arranged between the third shift driven tooth and the fourth shift driven tooth, the third shift driven tooth (D) or the fourth shift driven tooth (E) can be connected with the intermediate transmission shaft (12) by controlling the third synchronizer (S3), the third shift driven tooth (D) is engaged with the third shift driving tooth (16), the fourth shift driven tooth (E) is engaged with the fourth shift driving tooth (14), an output gear (10) fixedly arranged on the intermediate transmission shaft (12) is connected with a differential (23) through an output shaft (22) provided with a gear; A second synchronizer (S2) is arranged on the hollow transmission shaft (19), a reverse gear (C) is arranged beside the second synchronizer (S2) and fitted on the hollow transmission shaft (19) in clearance, the reverse gear (C) can be connected with the hollow transmission shaft (19) by controlling the second synchronizer (S2), the reverse gear (C) is engaged with a reverse input tooth (8) fixedly arranged on a reverse shaft (R), a reverse output tooth (11) fixedly arranged on the reverse shaft (R) is engaged with the fourth shift driven tooth (E); The second motor (13) is a bidirectional motor; The engine (1) is an engine without a starting motor; The second input shaft (7) is coaxial with the intermediate transmission shaft (12) and is supported by bearings.

2. The multi-mode, multi-range hybrid power transmission of claim 1, wherein: The driving disc of the second clutch (K1) is fixedly connected with the hollow transmission shaft (19), and the driven disc is fixedly connected with the first input shaft (15).

3. The multi-mode, multi-range hybrid power transmission of claim 1, wherein: The first shift driving tooth (A), the second shift driving tooth (B), the third shift driven tooth (D), the fourth shift driven tooth (E), and the reverse gear (C) on the hollow transmission shaft (19) are all double teeth.

4. The multi-mode, multi-range hybrid power transmission of claim 1, wherein: One end of the output shaft (22) is fixedly provided with a driven gear which is engaged with the output gear (10) of the intermediate transmission shaft (12), and the other end of the output shaft (22) is provided with a bevel gear which is engaged with the main reduction gear of the differential (23).

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