Longitudinal hybrid transmission

Abstract

The invention belongs to the technical field of automobile transmissions, and discloses a longitudinally-arranged hybrid transmission which comprises a shock absorber, a transmission shaft and a transmission shaft. The power input shaft is connected with the output end of the shock absorber; the coupler is in transmission connection with the power input shaft; the ISG motor assembly is in transmission connection with the coupler and is in transmission connection with the power input shaft through the coupler; the power output shaft is in transmission connection with the coupler, and the direction of the power output shaft is coaxial with that of the power input shaft; and the TM motor assembly is in transmission connection with the power output shaft. The vehicle is jointly driven by the ISG motor and the TM motor under the working conditions of low-speed climbing, in-situ getting-out, urgent acceleration and the like of the vehicle. Through the mirror image type structural layout, sharing of parts is achieved to the maximum extent, the types of the parts are reduced, and the product development difficulty and cost are reduced.

Description

Technical Field

[0001] The present invention belongs to the technical field of automobile transmissions, and in particular relates to a longitudinal hybrid transmission. Background Art

[0002] ‌ The existing hybrid transmissions on the market usually have an ISG motor connected to the engine for power generation, a TM motor connected to the power output shaft for driving, and a clutch arranged between the engine and the power output shaft so that the engine can directly drive the vehicle at medium and high speeds to improve transmission efficiency. The above scheme has high engine speeds, and the power for low-speed climbing, getting out of trouble on the spot, and rapid acceleration is completely derived from the TM motor, which has high requirements on the output capacity of the TM motor, is not conducive to the miniaturization of the TM motor, and has high costs.

[0003] The present invention aims to solve the above-mentioned drawbacks of the traditional technical solution. The ISG motor and the TM motor jointly drive the vehicle under conditions such as low-speed climbing, getting out of trouble on the spot, and rapid acceleration. Under the same vehicle power indicators, the peak torque and power requirements of the TM motor can be reduced by 50%, and the size and cost of the TM motor can be significantly reduced. Summary of the invention

[0004] In order to solve the problems in the related art, the present application provides a longitudinal hybrid transmission that solves the defects mentioned in the background art.

[0005] The technical solution is as follows: A longitudinal hybrid transmission includes: a shock absorber, whose input end is connected to the flywheel of an internal combustion engine; a power input shaft, which is connected to the output end of the shock absorber; a coupler, which is drivingly connected to the power input shaft; an ISG motor assembly, which is drivingly connected to the coupler and is drivingly connected to the power input shaft through the coupler; a power output shaft, which is drivingly connected to the coupler and the direction of the power output shaft is coaxial with the direction of the power input shaft; and a TM motor assembly, which is drivingly connected to the power output shaft.

[0006] A further improvement is that the shock absorber is a torque shock absorber; the torque shock absorber includes: a connecting plate connected to the flywheel of the internal combustion engine; a shock absorber disc connected to the connecting plate; a clamping disc connected to the shock absorber disc; a damping disc; a damping spring assembly including a plurality of springs; the two ends of each of the springs are respectively connected to the shock absorber disc, the clamping disc and the middle of the damping disc; a friction plate installed between the connecting plate and the shock absorber disc, which slips when the engine pulse torque is overloaded.

[0007] As a further improvement, there are clutches at both ends of the coupler; the clutch adopts one or two of a wet clutch, a synchronizer, and a tooth clutch; the coupler is connected and disconnected with the power input shaft and the power output shaft by opening and closing the clutch.

[0008] As a further improvement, the ISG motor assembly includes: an ISG motor; an ISG intermediate shaft, which is transmission-connected to the ISG motor, and the ISG intermediate shaft is transmission-connected to the coupling power input shaft.

[0009] As a further improvement, the TM motor assembly includes: a TM motor; a TM intermediate shaft drivingly connected to the TM motor, and the TM intermediate shaft drivingly connected to the coupled power output shaft.

[0010] By adopting the above technical solution, compared with the prior art, the beneficial effects of the technology of this patent are: The present invention realizes the vehicle being driven by the ISG motor and the TM motor in low-speed climbing, getting out of trouble on the spot, and rapid acceleration by setting a reasonable power transmission path without reducing the function of the traditional hybrid transmission and significantly increasing the cost. Under the same vehicle power index, the peak torque and power demand of the TM motor can be reduced by 50%, and the size and cost of the TM motor are significantly reduced. Through the mirror-type structural layout, the sharing of parts is maximized, the types of parts are reduced, and the difficulty and cost of product development are reduced. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the invention and, together with the description, serve to explain the principles of the invention.

[0012] Figure 1 Schematic diagram of a longitudinal hybrid transmission of the present invention.

[0013] In the figure: 1. ISG motor; 2. Torque damper; 3. Power input shaft; 4. Coupler; 5. Power output shaft; 6. TM motor; 7. TM intermediate shaft; 8. ISG intermediate shaft. DETAILED DESCRIPTION

[0014] The preferred embodiments of the present application will be described in more detail below with reference to the accompanying drawings. Although the preferred embodiments of the present application are shown in the accompanying drawings, it should be understood that the present application can be implemented in various forms and should not be limited by the embodiments described herein. On the contrary, these embodiments are provided to make the present application more thorough and complete, and to fully convey the scope of the present application to those skilled in the art.

[0015] The terms used in this application are for the purpose of describing specific embodiments only and are not intended to limit this application. The singular forms of "a", "said" and "the" used in this application and the appended claims are also intended to include plural forms unless the context clearly indicates other meanings. It should also be understood that the term "and / or" used herein refers to and includes any or all possible combinations of one or more associated listed items.

[0016] It should be understood that although the terms "first", "second", "third", etc. may be used in the present application to describe various information, such information should not be limited to these terms. These terms are only used to distinguish information of the same type from each other. For example, without departing from the scope of the present application, the first information may also be referred to as the first information, and similarly, the second information may also be referred to as the second information. Thus, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present application, the meaning of "multiple" is two or more, unless otherwise clearly and specifically defined.

[0017] Example

[0018] like Figure 1 As shown, the longitudinal hybrid transmission includes an ISG motor 1, a torque damper 2, a power input shaft 3, a coupler 4, a power output shaft 5, a TM motor 6, a TM intermediate shaft 7 and an ISG intermediate shaft 8.

[0019] The shock absorber, whose input end is connected to the flywheel of the internal combustion engine. The shock absorber adopts a torque damper 2. The torque damper 2 includes a connecting plate connected to the flywheel of the internal combustion engine; a damper disc connected to the connecting plate; a clamping disc connected to the damper disc; a damping disc; a damping spring assembly including a plurality of springs; the two ends of each spring are respectively connected to the middle of the damper disc, the clamping disc and the damping disc; a friction plate installed between the connecting plate and the damper disc, and slips when the engine pulse torque is overloaded. The torque damper 2 transmits the power input from the engine (ICE) to the power input shaft 3.

[0020] The power input shaft 3 is connected to the output end of the shock absorber. The left end of the power input shaft 3 is connected to the torsion damper, and the right end is connected to the power coupler 4 through a clutch.

[0021] The coupler 4 is in driving connection with the power input shaft 3. There are clutches at both ends of the coupler 4, and the clutch adopts one or two of wet clutch, synchronizer and tooth clutch. The coupler 4 is connected and disconnected with the power input shaft 3 and the power output shaft 5 by opening and closing the clutch. The outer edge of the coupler 4 is a gear structure, and the gear meshes with the pinion on the ISG intermediate shaft 8 to transmit power. Clutches are integrated on the left and right sides of the coupler 4. The left clutch is coupled with the power input shaft 3. When the clutch is engaged, the power input shaft 3 is mechanically connected to the coupler 4, and the two rotate at the same speed to transmit power. The right clutch is coupled with the power output shaft 5. When the clutch is engaged, the power output shaft 5 is mechanically connected to the coupler 4, and the two rotate at the same speed to transmit power.

[0022] The ISG motor assembly is transmission-connected to the coupler 4, and is transmission-connected to the power input shaft 3 through the coupler 4. The ISG motor assembly includes an ISG motor 1 and an ISG intermediate shaft, which is transmission-connected to the ISG motor 1, and the ISG intermediate shaft 8 is transmission-connected to the coupled power input shaft 3. A pinion gear is integrated at the right end of the rotor of the ISG motor 1. A pinion gear and a large gear are respectively integrated on the ISG intermediate shaft 8. The pinion gear meshes with the gear on the outer edge of the coupler 4 to transmit power. The large gear meshes with the pinion gear integrated at the right end of the rotor of the ISG motor 1 to transmit power.

[0023] The TM motor assembly is connected to the power output shaft 5. The TM motor assembly includes a TM motor 6 and a TM intermediate shaft 7, which is connected to the TM motor 6, and the TM intermediate shaft 7 is connected to the coupled power output shaft 5. A pinion is integrated at the left end of the rotor of the TM motor 6. A pinion and a large gear are respectively integrated on the TM intermediate shaft 7. The pinion meshes with the gear on the outer edge of the power output shaft 5 to transmit power. The large gear meshes with the pinion integrated at the left end of the rotor of the TM motor 6 to transmit power.

[0024] The power output shaft 5 is connected to the coupler 4 in a transmission manner, and the direction of the power output shaft 5 is coaxial with the direction of the power input shaft 3. The outer edge of the power output shaft 5 is a gear structure, which meshes with the pinion on the TM intermediate shaft 7 to transmit power. The left end of the power output shaft 5 is connected to the power coupler 4 through a clutch.

[0025] The clutches at both ends of the coupler are arranged in a mirror image, with the same structural dimensions, which is convenient for the common use of parts. The TM motor and ISG motor are arranged in a mirror image, with the same radial dimensions, which is convenient for the common use of parts. The TM intermediate shaft and ISG intermediate shaft are arranged in a mirror image, with the same center distance of the gear pair, which is convenient for the common use of parts.

[0026] By adjusting the working states of the clutches on the left and right sides of the coupler and the engine, ISG motor, and TM motor, the hybrid transmission can achieve the following working modes:

[0027] The present invention realizes the vehicle being driven by the ISG motor and the TM motor in low-speed climbing, getting out of trouble on the spot, and rapid acceleration by setting a reasonable power transmission path without reducing the function of the traditional hybrid transmission and significantly increasing the cost. Under the same vehicle power index, the peak torque and power demand of the TM motor can be reduced by 50%, and the size and cost of the TM motor are significantly reduced. Through the mirror-type structural layout, the sharing of parts is maximized, the types of parts are reduced, and the difficulty and cost of product development are reduced.

[0028] Those skilled in the art will readily conceive of other embodiments of the invention after considering the specification and practicing the invention herein. This application is intended to cover any variation, use, or adaptation of the invention that follows the general principles of the invention and includes common knowledge or customary techniques in the art not covered by the invention. The specification and examples are to be regarded as exemplary only, and the true scope and spirit of the invention are indicated by the following claims.

[0029] It should be understood that the present invention is not limited to the precise structure described above and shown in the drawings, and that various modifications and changes may be made without departing from the scope thereof. The scope of the present invention is limited only by the appended claims.

Claims

1. A longitudinal hybrid transmission, characterized in that: include: A shock absorber, an input end of which is connected to a flywheel of the internal combustion engine; A power input shaft connected to an output end of the shock absorber; A coupler, drivingly connected to the power input shaft; An ISG motor assembly is transmission-connected to the coupler and is transmission-connected to the power input shaft through the coupler; A power output shaft is drivingly connected to the coupler, and the direction of the power output shaft is coaxial with the direction of the power input shaft; The TM motor assembly is drivingly connected to the power output shaft.

2. The longitudinal hybrid transmission according to claim 1, characterized in that: The shock absorber is a torque shock absorber; The torque damper comprises: A connecting plate connected to a flywheel of an internal combustion engine; a shock absorber plate connected to the connecting plate; A clamping plate connected to the damper plate; Damping disc; The damping spring assembly comprises a plurality of springs; the two ends of each of the springs are respectively connected to the damper disc, the clamping disc and the middle of the damping disc; The friction plate, installed between the connecting plate and the damper disc, slips when the engine pulse torque is overloaded.

3. The longitudinal hybrid transmission according to claim 2, characterized in that: The coupler has clutches at both ends; the clutches are one or two of a wet clutch, a synchronizer, and a tooth clutch; The clutch is opened and closed to connect and disconnect the coupler with the power input shaft and the power output shaft.

4. The longitudinal hybrid transmission according to claim 3, characterized in that: The ISG motor assembly includes: ISG motor; The ISG intermediate shaft is drivingly connected to the ISG motor, and the ISG intermediate shaft is drivingly connected to the coupling power input shaft.

5. The longitudinal hybrid transmission according to claim 4, characterized in that: The TM motor assembly includes: TM motor; The TM intermediate shaft is drivingly connected to the TM motor, and the TM intermediate shaft is drivingly connected to the coupled power output shaft.

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