A three-gear drive hybrid transmission for an engine

Abstract

The present application relates to the technical field of hybrid transmission, in particular to a three-gear engine driving hybrid transmission, comprising a three power source of engine with shock absorber, generator, driving motor, an electric control system for controlling the three power source and transmission, and a gear clutch transmission system for connecting the three power source and transmitting power of the three power source, through the opening and closing control of the clutch in the gear clutch transmission system, the power transmission path is changed and the three gears of the engine driving are switched; the gear clutch transmission system comprises a generator power generation system, a driving motor pure electric driving system and an engine three-gear driving system. The present application realizes the efficient driving of the engine in a wider speed range, and realizes the functions of engine start-stop, parking power generation, pure electric driving, range extending driving, engine three-gear direct driving, engine three-gear hybrid driving, etc., finally improves the fuel economy of the vehicle and meets the requirements of emission regulations.

Description

Technical Field

[0001] This invention relates to the field of hybrid transmission technology, specifically to a hybrid transmission with three-speed engine drive. Background Technology

[0002] Hybrid transmissions, as a core component of the powertrain system of hybrid electric vehicles (HEVs and PHEVs), improve fuel economy and optimize vehicle performance under various operating conditions by controlling the power coupling between the engine and electric motor in real time. With the rapid growth of global car ownership, increasing pressure on energy, environment, and safety is driving the global acceleration of energy conservation and electrification in the automotive industry. However, pure electric vehicles currently face bottlenecks such as range anxiety, inadequate charging infrastructure, and the difficulty in achieving significant technological breakthroughs in power batteries in the short to medium term, making them unable to meet current market demands. Conventional hybrid electric vehicles (HEVs) and plug-in hybrid electric vehicles (PHEVs) not only meet current domestic and international emission and energy conservation goals but also largely satisfy current market conditions, and have been widely adopted globally. In the medium to long term, hybrid passenger vehicles will remain an important segment of the domestic and international automotive market, with significant market potential. Summary of the Invention

[0003] The technical problem to be solved by the present invention is to provide a hybrid power transmission that can meet the emission regulations for vehicles.

[0004] Therefore, the present invention provides a hybrid transmission with three-speed engine drive, comprising three power sources: an engine with shock absorbers, a generator, and a drive motor, and a gear clutch transmission system that connects the three power sources and transmits their power. The characteristic feature is that the power transmission path is changed and the engine drive gear is switched by controlling the opening and closing of the clutch. The gear clutch transmission system includes an engine-driven generator power generation system, a drive motor pure electric drive system, and an engine three-speed drive system.

[0005] Preferably, the engine-driven generator power generation system includes a generator gear shaft splined to the generator, a driven gear on the generator gear shaft, the driven gear meshing with a first driving gear on the input shaft, and the input shaft splined to a shock absorber on the engine, thus constituting the engine-driven generator power generation system.

[0006] Preferably, the pure electric drive system includes a drive motor gear shaft splined to the drive motor, an electric drive drive gear is provided on the drive motor gear shaft, and the electric drive drive gear meshes with a first output shaft first driven gear provided on the first output shaft; the first output shaft is also provided with a first output shaft main reduction drive gear, and the first output shaft main reduction drive gear meshes with a main reduction driven gear on the differential assembly, thus constituting the pure electric drive system.

[0007] Preferably, the first output shaft is further provided with a high-speed gear clutch and a second driven gear of the first output shaft, the second driven gear of the first output shaft meshing with the first driving gear of the input shaft to form a high-speed direct drive system for the engine.

[0008] Preferably, the input shaft is further provided with a low-speed clutch and a second drive gear of the input shaft, the second drive gear of the input shaft meshing with the first driven gear of the first output shaft to form a low-speed direct drive system for the engine.

[0009] Preferably, the second output shaft is provided with a medium-speed clutch and a second output shaft driven gear, and the second output shaft driven gear meshes with a third driving gear on the input shaft to form an engine medium-speed direct drive system.

[0010] Preferably, the first driving gear on the input shaft meshes simultaneously with the driven gear on the generator gear shaft and the second driven gear on the output shaft, serving as a shared driving gear for the two gears; the first driven gear on the output shaft meshes simultaneously with the second driving gear on the input shaft and the electric drive driving gear on the drive motor gear shaft, serving as a shared driven gear for the two gears.

[0011] Preferably, the main reducer driven gear on the differential meshes simultaneously with the first output shaft main reducer drive gear on the first output shaft and the second output shaft main reducer drive gear on the second output shaft, so that all the power from the two output shafts is used for vehicle driving.

[0012] This invention, on the one hand, enables the switching of three engine drive gears through the opening and closing of three clutches, achieving efficient engine drive across a wider speed range. On the other hand, the integrated motor drive unit, transmission control unit, and hybrid system control unit work together to achieve functions such as engine start-stop, parking power generation, pure electric drive, range-extended drive, three-speed direct drive, three-speed hybrid drive, reversing, and brake energy recovery, ultimately improving vehicle fuel economy and meeting emission regulations. Attached Figure Description

[0013] Figure 1 This is a schematic diagram of the structure of a hybrid transmission with three-speed engine drive according to the present invention.

[0014] Figure label:

[0015] 1. Engine; 2. Shock absorber; 3. Input shaft; 4. Input shaft second drive gear; 5. Input shaft first drive gear; 6. Input shaft third drive gear; 7. Generator gear shaft; 8. Generator driven gear; 9. Generator; 10. Drive motor; 11. Drive motor gear shaft; 12. Electric drive drive gear; 13. First output shaft; 14. First output shaft main reducer drive gear; 15. First output shaft first driven gear; 16. First output shaft second driven gear; 17. Main reducer driven gear; 18. Differential assembly; 19. Second output shaft; 20. Second output shaft main reducer drive gear; 21. Second output shaft driven gear; C1. Low-speed clutch; C2. Medium-speed clutch; C3. High-speed clutch. Detailed Implementation

[0016] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to specific embodiments and accompanying drawings. It should be noted that, unless otherwise specified, the embodiments and features described herein can be combined with each other.

[0017] The following describes, with reference to the accompanying drawings, some embodiments of a hybrid transmission with three-speed engine drive provided by the present invention.

[0018] The hybrid transmission with three-speed engine drive of the present invention includes an engine 1 with shock absorber 2, a generator 9, and a drive motor 10, which are three power sources, and a gear clutch transmission system that connects the three power sources and transmits their power. The characteristic feature is that the power transmission path can be changed and the engine drive gear can be switched by controlling the opening and closing of the clutch. The gear clutch transmission system includes an engine drive generator power generation system, a drive motor pure electric drive system, and an engine three-speed drive system.

[0019] like Figure 1 As shown, the engine-driven generator power generation system includes a generator gear shaft 7 splinedly connected to the generator 9. A generator driven gear 8 is provided on the generator gear shaft 7. The generator driven gear 8 meshes with the first input shaft drive gear 5 provided on the input shaft 3. The input shaft 3 is splinedly connected to the shock absorber 2 on the engine 1.

[0020] The pure electric drive system of the drive motor includes a drive motor gear shaft 11 splinedly connected to the drive motor 10. An electric drive drive gear 12 is provided on the drive motor gear shaft 11. The electric drive drive gear 12 meshes with a first output shaft first driven gear 15 provided on the first output shaft 13. A first input shaft main reduction drive gear 14 is also provided on the first output shaft 13. The first input shaft main reduction drive gear 14 meshes with a main reduction driven gear 17 on the differential assembly 18.

[0021] The engine high-speed direct drive system includes a first output shaft 13, on which a high-speed clutch C3 and a second driven gear are mounted, meshing with the first driving gear 5 on the input shaft 3. Because the speed ratio between the first driving gear 5 and the second driven gear 16 is relatively small, it is suitable for direct drive of the engine at higher vehicle speeds.

[0022] The engine low-speed direct drive system includes an input shaft 3, on which a low-speed clutch C1 and an input shaft second drive gear 4 are mounted. The input shaft second drive gear 4 meshes with a first driven gear on a first output shaft. Since the speed ratio between the input shaft second drive gear and the first driven gear on the first output shaft is large, it is suitable for engine direct drive at low vehicle speeds.

[0023] The engine's mid-speed direct drive system includes a second output shaft 19, on which a mid-speed clutch C2 and a second output shaft driven gear 20 are mounted, meshing with an input shaft third drive gear 6 on the input shaft 3. Since the speed ratio of the input shaft third drive gear 6 and the second output shaft driven gear 20 is between the high-speed and low-speed gear ratios, the suitable vehicle speed for engine direct drive is based on the range between the high-speed and low-speed gears.

[0024] The opening and closing control of the three clutches—low-speed clutch C1, medium-speed clutch C2, and high-speed clutch C3—that control the engine power transmission path or gear position within the transmission are executed by a hydraulic module within the transmission. This hydraulic module includes high- and low-pressure oil pumps, solenoid valves, and housing oil circuits. The high-pressure oil pump, solenoid valves, and high-pressure oil circuits are used for clutch control, while the low-pressure oil pump and low-pressure oil circuits are used for cooling and lubrication of the transmission's moving parts and the motor.

[0025] The three-speed hybrid transmission driven by the engine has the following operating modes:

[0026] Parking power generation: When the vehicle is stationary and all clutches are disengaged, the power from engine 1 drives generator 9 to generate electricity through shock absorber 2, input shaft 3, first drive gear 5 of input shaft, driven gear 8 of generator, and generator gear shaft 7, thereby charging the vehicle's battery pack.

[0027] Pure electric drive: Vehicle start-up and pure electric priority driving when the battery is fully charged are accomplished by a single drive motor 10. With all clutches disengaged, the drive motor 10 engages with the electric drive gear 12 and the first driven gear 15 on the first output shaft, driving the first output shaft 13, the first output shaft main reduction drive gear 14, the main reduction driven gear 17, and the differential assembly 18 to propel the vehicle. The drive motor is powered by the vehicle's battery pack.

[0028] Range-extended drive: When the vehicle is in motion and all clutches are disengaged, the power from engine 1 drives generator 9 to generate electricity via shock absorber 2, input shaft 3, input shaft first drive gear 5, generator driven gear 8, and generator gear shaft 7. This electricity charges the vehicle battery pack or directly supplies power to drive motor 10. Drive motor 10 performs the aforementioned pure electric drive function. Unlike the aforementioned pure electric drive, the power required by drive motor comes partly from the vehicle battery and partly from the electricity generated by generator 14.

[0029] Engine start-stop: The starting and stopping of engine 1 in both parked and driving states is entirely driven and controlled by generator 14.

[0030] Reversing: The vehicle reverses by being driven by the reverse rotation of the drive motor.

[0031] Regenerative braking: Regenerative braking during vehicle operation is achieved by converting the drive motor 10 into a generator state. In engine-driven operation, the generator can also participate in regenerative braking.

[0032] Engine low-speed direct drive: Low-speed clutch C1 is closed, while medium-speed clutch C2 and high-speed clutch C3 are both open. Engine power directly drives the vehicle through input shaft 3, low-speed clutch C1, input shaft second drive gear 4, first output shaft first driven gear 15, first output shaft main reducer drive gear 14, main reducer driven gear 17, and differential 18. Generator 9 and drive motor 10 are in idling state.

[0033] Engine low-speed direct drive with dual-motor auxiliary drive: In the engine low-speed direct drive mode, since the vehicle speed is not high, the power and torque requirements of the engine are not high. Both generator 9 and drive motor 10 can be put into the generator state, or generator 9 can be put into the generator state, and engine 1 can be put into the power and torque range with higher fuel efficiency and relatively stable operation. The acceleration and deceleration of the vehicle are controlled by drive motor 10 through torque increase and decrease or generator drive conversion.

[0034] Engine high-speed direct drive: High-speed clutch C3 is engaged, while low-speed clutch C1 and medium-speed clutch C2 are both engaged. Power from engine 1 drives the vehicle forward via input shaft 3, input shaft first drive gear 5, first output shaft second driven gear 16, high-speed clutch C3, first output shaft 13, first output shaft main reducer drive gear 14, main reducer driven gear 17, and differential 18. Generator 9 and drive motor 10 are in idling mode.

[0035] Engine high-speed direct drive, dual-motor auxiliary drive: Under the engine high-speed direct drive condition, the generator 9 is placed in an idling or low-torque power generation state, and the drive motor 10 controls the vehicle's acceleration, deceleration and braking energy recovery by increasing or decreasing the drive torque or changing the positive or negative torque.

[0036] Engine-driven mid-range direct drive: Mid-range clutch C2 is engaged, while low-range clutch C1 and high-range clutch C3 are both engaged. Power from engine 1 drives the vehicle forward via input shaft 3, input shaft third drive gear 6, second output shaft driven gear 21, mid-range clutch C2, second output shaft 19, second output shaft main reducer drive gear 20, main reducer driven gear 17, and differential 18. Generator 9 and drive motor 10 are in idling mode.

[0037] Engine mid-speed direct drive, dual-motor auxiliary drive: Under the engine mid-speed direct drive condition, the generator 9 is placed in an idling or low torque power generation state, and the drive motor 10 controls the vehicle's acceleration, deceleration and braking energy recovery by increasing or decreasing the drive torque or changing the positive or negative torque.

[0038] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and spirit of the invention, including but not limited to: replacing the hydraulic clutch with an electromechanical clutch, replacing the electromechanical oil pump with a mechanical oil pump, and changing the third driving gear on the input shaft to mesh with a generator driving gear and a generator driven gear, etc. The scope of the invention is defined by the claims and their equivalents.

Claims

1. A hybrid transmission with three-speed engine drive, comprising an engine (1) with a shock absorber (2), a generator (9), and a drive motor (10) as three power sources, and a gear clutch transmission system connecting the three power sources and transmitting their power, characterized in that... By controlling the opening and closing of the clutch in the gear clutch transmission system, the power transmission path of the engine (1) is changed and the drive gear is switched; the gear clutch transmission system includes an engine drive generator power generation system, a drive motor pure electric drive system and an engine three-speed drive system. The engine-driven generator power generation system includes a generator gear shaft (7) splinedly connected to the generator (9), a generator driven gear (8) is provided on the generator gear shaft (7), the generator driven gear (8) meshes with the input shaft first driving gear (5) provided on the input shaft (3), and the input shaft (3) is splinedly connected to the shock absorber (2) on the engine (1), thus forming an engine-driven generator power generation system; The pure electric drive system of the drive motor includes a drive motor gear shaft (11) splinedly connected to the drive motor (10), an electric drive drive gear (12) is provided on the drive motor gear shaft (11), the electric drive drive gear (12) meshes with a first output shaft first driven gear (15) provided on the first output shaft (13); a first output shaft main reduction drive gear (14) is also provided on the first output shaft (13), the first output shaft main reduction drive gear (14) meshes with a main reduction driven gear (17) on the differential assembly (18), thus constituting a pure electric drive system of the drive motor; The first output shaft (13) is also provided with a high-speed clutch (C3) and a second driven gear (16) of the first output shaft. The second driven gear (16) of the first output shaft meshes with the first driving gear (5) of the input shaft to form a high-speed direct drive system for the engine. The input shaft (3) is provided with a low-speed clutch (C1) and a second drive gear (4) of the input shaft. The second drive gear (4) of the input shaft meshes with the first driven gear (15) of the first output shaft to form a low-speed direct drive system for the engine. A second output shaft (19) is provided, on which a medium-speed clutch (C2), a second output shaft main reduction drive gear (20), and a second output shaft driven gear (21) are provided. The second output shaft driven gear (21) meshes with the input shaft third driven gear (6) on the input shaft (3) to form an engine medium-speed direct drive system.

2. The hybrid transmission with three-speed engine drive according to claim 1, characterized in that: The input shaft first drive gear (5) on the input shaft (3) meshes simultaneously with the generator driven gear (8) on the generator gear shaft (7) and the first output shaft second driven gear (16) on the first output shaft (13), serving as a common drive gear for the two gears; the first output shaft first driven gear (15) on the first output shaft (13) meshes simultaneously with the input shaft second drive gear (4) on the input shaft (3) and the electric drive drive gear (12) on the drive motor gear shaft (11), serving as a common driven gear for the two gears; the first output shaft main reduction drive gear (14) on the first output shaft (13) and the second output shaft main reduction drive gear (20) on the second output shaft (19) mesh simultaneously with the main reduction driven gear (17) on the differential assembly (18).

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