Multi-gear hybrid transmission system

Abstract

The multi-gear hybrid transmission system comprises an engine, a clutch connected with the engine, a planetary reducer connected with the clutch and a multi-gear gearbox, the planetary reducer comprises a sun gear, a planet gear meshed with the sun gear, a planet carrier connected with the planet gear and a gear ring meshed with the planet gear, and the gear ring and an input shaft of the multi-gear gearbox are coaxially fixed; the transmission is characterized by further comprising a starting motor and a driving motor, the starting motor is connected with the sun gear through a gear reduction assembly, the output end of the clutch is coaxially and fixedly connected with the planet carrier, and the driving motor is connected with the multi-gear gearbox through a two-gear reducer. The energy recovery rate is improved, the hybrid transmission system can be flexibly regulated and controlled according to the actual operation condition of the whole vehicle, the power of the engine is reduced during high-speed cruise, the energy consumption is reduced, the energy recovery rate is improved, and the endurance mileage is increased.

Description

Technical Field

[0001] The utility model relates to a multi-speed hybrid transmission system, belonging to the technical field of hybrid transmissions. Background Art

[0002] At present, in the field of passenger cars, new energy passenger cars have fully proven to be one of the most effective ways to reduce carbon emissions. The cruising range of pure-electric heavy commercial vehicles is a thorny problem to be addressed currently. If high-capacity batteries are used, the production and manufacturing costs will increase significantly. Hybrid power is a combination of traditional fuel power and pure electricity. The hybrid device combines the engine and the motor, with the advantages of the long cruising range of traditional fuel vehicles, the fast power response of electric vehicles, and green and low consumption. However, the application conditions of heavy commercial vehicles are extremely complex. Most of the oil-electric hybrids are single series-parallel hybrid systems, and the operating conditions of a single vehicle vary greatly at different usage times. The hybrid system has poor adaptability to the road conditions of heavy commercial vehicles. To improve the road condition adaptability, an electric motor is added between the clutch and the gearbox in the hybrid power system adopted by heavy trucks, and the gearbox adopts a conventional power structure. Although it can enable the engine to continuously operate in the economic range, improve the fuel economy of the whole vehicle, and enhance the driving comfort and operation efficiency, the power of the engine is relatively high during high-speed cruising, and the energy consumption still needs to be further reduced. Moreover, the energy recovery rate of the hybrid system is low, and the recovery flexibility is poor, affecting the cruising range. Summary of the Utility Model

[0003] The multi-speed hybrid transmission system provided by the utility model improves the energy recovery rate, enables the hybrid transmission system to be flexibly regulated according to the actual operating conditions of the whole vehicle, reduces the power of the engine during high-speed cruising, reduces the energy consumption, improves the energy recovery rate, and increases the cruising range.

[0004] To achieve the above object, the technical solution adopted by the utility model is:

[0005] The multi-speed hybrid transmission system includes an engine, a clutch connected to the engine, a planetary reducer connected to the clutch, and a multi-speed gearbox. The planetary reducer includes a sun gear, a planetary gear meshing with the sun gear, a planet carrier connected to the planetary gear, and a ring gear meshing with the planetary gear. The ring gear is coaxially fixed to the input shaft of the multi-speed gearbox. It is characterized in that: it further includes a starting motor and a driving motor. The starting motor is connected to the sun gear through a gear reduction assembly. The output end of the clutch is coaxially fixed to the planet carrier. The driving motor is connected to the multi-speed gearbox through a two-speed reducer.

[0006] Preferably, the gear reduction assembly includes a first starting gear coaxially connected to the output end of the starting motor, a second starting gear meshing with the first starting gear, and a third starting gear meshing with the second starting gear. The third starting gear is coaxially fixed to the sun gear. A first locking gear is coaxially fixed to the second starting gear. A synchronizer TC5 coaxially aligned with the first locking gear is fixed to the housing of the multi-speed hybrid transmission system. The second starting gear is locked with the cooperation of the synchronizer TC5 and the first locking gear.

[0007] Preferably, a second locking gear is coaxially fixed to the third starting gear. The output end of the clutch is coaxially fixed to the synchronizer TC4. A third locking gear is fixed to the housing of the multi-speed hybrid transmission system. The second locking gear is arranged on the right side of the synchronizer TC4, and the third locking gear is arranged on the left side of the synchronizer TC4. The sun gear and the planet carrier are coaxially fixed with the cooperation of the synchronizer TC4 moving to the right and engaging with the second locking gear, and the planet carrier is locked with the cooperation of the synchronizer TC4 moving to the left and engaging with the third locking gear.

[0008] Preferably, the multi-speed gearbox includes a fourth-gear gear set, a third-gear gear set, a second-gear gear set, a first-gear gear set, and a power output gear coaxially aligned from left to right. The power output gear is coaxially fixed to the output shaft of the multi-speed gearbox. The fourth-gear gear set includes a fourth-gear driving gear, a first fourth-gear driven gear and a second fourth-gear driven gear respectively meshing with the fourth-gear driving gear. The third-gear gear set includes a third-gear driving gear, a first third-gear driven gear and a second third-gear driven gear respectively meshing with the third-gear driving gear. The second-gear gear set includes a second-gear driving gear, a first second-gear driven gear and a second second-gear driven gear respectively meshing with the second-gear driving gear. The first-gear gear set includes a first-gear driving gear, a first first-gear driven gear and a second first-gear driven gear respectively meshing with the first-gear driving gear. The fourth-gear driving gear is coaxially fixed to the input shaft of the multi-speed gearbox. The third-gear driving gear, the second-gear driving gear and the first-gear driving gear are respectively rotatably mounted on the output shaft of the multi-speed gearbox through hollow shafts. A synchronizer TC1 is arranged between the fourth-gear driving gear and the third-gear driving gear, and a synchronizer TC2 is arranged between the second-gear driving gear and the first-gear driving gear. The synchronizer TC1 and the synchronizer TC2 are respectively coaxially fixed to the output shaft of the multi-speed gearbox. The first fourth-gear driven gear, the first third-gear driven gear, the first second-gear driven gear and the first first-gear driven gear are coaxially fixed in sequence from left to right. The second fourth-gear driven gear, the second third-gear driven gear, the second second-gear driven gear and the second first-gear driven gear are coaxially fixed in sequence from left to right.

[0009] Preferably, the two-speed reducer includes a drive gear 1 coaxially fixed with the output end of the drive motor, a drive gear 2 meshing with the drive gear 1, a drive gear 3 coaxially fixed with the drive gear 2, a drive gear 4 meshing with the drive gear 3, a drive gear 5 meshing with the power output gear, a drive second-speed gear coaxially fixed with the drive gear 5, and a drive first-speed gear coaxially fixed with the first-speed driven gear 2. The drive gear 5 is rotatably mounted on the gear shaft of the drive gear 4 through an idler shaft. The drive first-speed gear and the drive second-speed gear are coaxially aligned. A synchronizer TC3 is arranged between the drive first-speed gear and the drive second-speed gear. The synchronizer TC3 is coaxially fixed on the gear shaft of the drive gear 4.

[0010] The beneficial effects of the utility model are:

[0011] The multi-speed hybrid transmission system of the utility model transmits the power of the engine to the planetary carrier through the clutch and inputs it into the multi-speed gearbox through the ring gear. After the multi-speed gearbox changes the speed, the power is output, and the power of the starter motor is input into the planetary reducer through the gear reducer, and then transmitted to the multi-speed gearbox by the planetary reducer; the drive motor converges the power to the multi-speed gearbox through the two-speed reducer; during pure electric starting and climbing, the system is in pure electric mode, and the drive motor and the starter motor serve as the power source to drive the car together. At this time, the clutch is disconnected to allow the engine to avoid the low-efficiency area and reduce energy consumption. When the vehicle speed gradually increases, the clutch is connected, and the starter motor is actuated through the diversion of the planetary reducer. Part of the power starts the engine, and the other part flows to the multi-speed transmission to drive the car. When cruising at high speed, the starting motor is turned off, and the engine is used for high-speed cruising. The drive motor is used as an auxiliary power source to assist the engine in driving the car, reducing the engine power, so that the engine is always in the high-efficiency zone during high-speed cruising, reducing energy consumption, and the power of the wheels during coasting and braking conditions drives the drive motor to rotate through the multi-speed transmission. The drive motor acts as a generator to recover energy, thereby improving the energy recovery rate and realizing flexible regulation of the hybrid transmission system according to the actual operating conditions of the vehicle. The engine power is reduced during high-speed cruising, reducing energy consumption, improving the energy recovery rate and increasing the cruising range. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1 Schematic diagram of the transmission structure of a multi-speed hybrid transmission system in a specific implementation manner.

[0013] Figure 2 for Figure 1 A partial enlarged schematic diagram. DETAILED DESCRIPTION

[0014] The following combination Figures 1-2 The embodiments of the present utility model are described in detail.

[0015] A multi-speed hybrid transmission system includes an engine 1, a clutch 2 connected to the engine 1, a planetary reducer 3 connected to the clutch 2, and a multi-speed transmission 4. The planetary reducer 3 includes a sun gear 31, planetary gears 32 meshing with the sun gear 31, a planetary carrier 33 connected to the planetary gears 32, and a ring gear 34 meshing with the planetary gears 32. The ring gear 34 is coaxially fixed to the input shaft of the multi-speed transmission 4. The system is characterized in that it also includes a starter motor 5 and a drive motor 6. The starter motor 5 is connected to the sun gear 31 via a gear reduction assembly 7. The output end of the clutch 2 is coaxially fixed to the planetary carrier 33. The drive motor 6 is connected to the multi-speed transmission 4 via a two-speed reducer 8.

[0016] In the multi-speed hybrid transmission system described above, the power of the engine 1 is transmitted to the planetary carrier 33 through the clutch 2 and input into the multi-speed gearbox 4 through the ring gear 34. After the multi-speed gearbox 4 changes speed, the power is output, and the power of the starter motor 5 is input into the planetary reducer 3 through the gear reducer 7, and then transmitted to the multi-speed gearbox 4 by the planetary reducer 3; the drive motor 6 converges the power to the multi-speed gearbox 4 through the two-speed reducer 8; during pure electric starting and climbing, the system is in pure electric mode, and the drive motor 6 and the starter motor 5 are used as the power source to drive the car together. At this time, the clutch 2 is disconnected to allow the engine 1 to avoid the low-efficiency area and reduce energy consumption. When the vehicle speed gradually increases, the clutch 2 is connected, and the starter motor 5 is connected through the diversion action of the planetary reducer 3. During high-speed cruising, part of the power starts the engine 1, and the other part flows to the multi-speed transmission 4 to drive the car. When cruising at high speed, the starting motor 5 is turned off, and the engine 1 is used for high-speed cruising. The drive motor 6 is used as an auxiliary power source to assist the engine 1 in driving the car, thereby reducing the power of the engine and the energy consumption. The engine 1 is always in the high-efficiency zone during high-speed cruising, thereby reducing energy consumption. During coasting and braking conditions, the power of the wheels is driven by the multi-speed transmission 4 to drive the drive motor 6 to rotate. The drive motor 6 is used as a generator to recover energy, thereby improving the energy recovery rate and realizing flexible regulation of the hybrid transmission system according to the actual operating conditions of the vehicle. The power of the engine is reduced during high-speed cruising, thereby reducing energy consumption, improving the energy recovery rate and increasing the cruising range.

[0017] Among them, the gear reduction assembly 7 includes a first starting gear 71 coaxially connected to the output end of the starting motor 5, a second starting gear 72 meshing with the first starting gear 71, and a third starting gear 73 meshing with the second starting gear 72. The third starting gear 73 is coaxially and fixedly connected to the sun gear 31. A first locking gear 74 is coaxially fixed on the second starting gear 72. A synchronizer TC5 coaxially aligned with the first locking gear 74 is fixed on the housing of the multi-speed hybrid transmission system. The second starting gear 72 is locked with the cooperation of the synchronizer TC5 and the first locking gear 74. The power of the starting motor 5 is transmitted to the sun gear 31 through the first starting gear 71, the second starting gear 72, and the third starting gear 73. The first locking gear 74 is fixed on the second starting gear 72, and the synchronizer TC5 is fixed on the housing of the multi-speed hybrid transmission system. When the synchronizer TC5 moves to the right to cooperate with the first locking gear 74, the second starting gear 72 is locked and cannot rotate, and the power cannot be transmitted from the second starting gear 72 to the third starting gear 73. Since the third starting gear 73 is coaxially and fixedly connected to the sun gear 31, the locking of the second starting gear 72 by the synchronizer TC5 and the first locking gear 74, compared with the locking of the sun gear 31, causes the starting motor 5 to be turned off and unable to input power to the sun gear 31.

[0018] Among them, a second locking gear 75 is coaxially fixed on the third starting gear 73. The output end of the clutch 2 is coaxially fixed with a synchronizer TC4. A third locking gear 9 is fixed on the housing of the multi-speed hybrid transmission system. The second locking gear 75 is arranged on the right side of the synchronizer TC4, and the third locking gear 9 is arranged on the left side of the synchronizer TC4. The sun gear 31 and the planet carrier 33 are coaxially and fixedly connected with the cooperation of the synchronizer TC4 moving to the right and the second locking gear 75, and the planet carrier 33 is locked with the cooperation of the synchronizer TC4 moving to the left and the third locking gear 9. As shown in the figure, the synchronizer TC4 is arranged between the second locking gear 75 and the third locking gear 9. When the synchronizer TC4 moves to the right to cooperate with the second locking gear 75, the synchronizer TC4 forms a coaxial fixation with the third starting gear 73. Since both the synchronizer TC4 and the planet carrier 33 are coaxially fixed to the output end of the clutch 2, and the third starting gear 73 is coaxially fixed to the sun gear 31, when the synchronizer TC4 moves to the right to cooperate with the locking gear 75, the sun gear 31 and the planet carrier 33 are coaxially and fixedly connected, and their speed ratio is 1. At this time, when the engine is operating at a low load rate, it can split the power through the sun gear 31 and the gear reducer 7 to generate electricity and extend the range of the starting motor, improving the energy recovery rate, making the energy recovery more flexible, and increasing the cruising range.

[0019] Among them, the multi-speed gearbox includes a four-speed gear set 44, a three-speed gear set 43, a second-speed gear set 42, a first-speed gear set 41, and a power output gear 40 that are coaxially aligned from left to right. The power output gear 40 is coaxially fixed on the output shaft of the multi-speed gearbox. The four-speed gear set 44 includes a four-speed driving gear 441, a first four-speed driven gear 442 and a second four-speed driven gear 443 that are respectively meshed with the four-speed driving gear 441. The three-speed gear set 43 includes a three-speed driving gear 431, a first three-speed driven gear 432 and a second three-speed driven gear 433 that are respectively meshed with the three-speed driving gear 431. The second-speed gear set 42 includes a second-speed driving gear 421, a first second-speed driven gear 422 and a second second-speed driven gear 423 that are respectively meshed with the second-speed driving gear 421. The first-speed gear set 41 includes a first-speed driving gear 411, a first first-speed driven gear 412 and a second first-speed driven gear 413 that are respectively meshed with the first-speed driving gear 411. The four-speed driving gear 441 is coaxially fixed with the input shaft of the multi-speed gearbox 4. The three-speed driving gear 431, the second-speed driving gear 421 and the first-speed driving gear 411 are respectively rotatably installed on the output shaft of the multi-speed gearbox 4 through a hollow shaft. A synchronizer TC1 is arranged between the four-speed driving gear 441 and the three-speed driving gear 431. A synchronizer TC2 is arranged between the second-speed driving gear 421 and the first-speed driving gear 411. The synchronizer TC1 and the synchronizer TC2 are respectively coaxially fixed on the output shaft of the multi-speed gearbox 4. The first four-speed driven gear 442, the first three-speed driven gear 432, the first second-speed driven gear 422 and the first first-speed driven gear 412 are coaxially fixed from left to right in sequence. The second four-speed driven gear 443, the second three-speed driven gear 433, the second second-speed driven gear 423 and the second first-speed driven gear 413 are coaxially fixed from left to right in sequence. The multi-speed gearbox 4 is an existing four-speed transmission structure. The power of the third and fourth gears is adjusted through the synchronizer TC1. When the synchronizer TC1 moves to the left to cooperate with the four-speed driving gear 441, the multi-speed gearbox 4 outputs the power of the fourth gear. When the synchronizer TC1 moves to the right to cooperate with the three-speed driving gear 431, the multi-speed gearbox 4 outputs the power of the third gear. The power of the first and second gears is adjusted through the synchronizer TC2. When the synchronizer TC2 moves to the left to cooperate with the second-speed driving gear 421, the multi-speed gearbox 4 outputs the power of the second gear. When the synchronizer TC2 moves to the right to cooperate with the first-speed driving gear 411, the multi-speed gearbox 4 outputs the power of the first gear, realizing the power adjustment of the four gears of the engine to meet the power adjustment requirements of different working conditions.

[0020] Among them, the two-speed reducer 8 includes a first driving gear 81 fixedly connected coaxially with the output end of the driving motor 6, a second driving gear 82 meshing with the first driving gear 91, a third driving gear 83 fixedly connected coaxially with the second driving gear 82, a fourth driving gear 84 meshing with the third driving gear 83, a fifth driving gear 85 meshing with the power output gear 40, a second driving two-speed gear 86 fixedly connected coaxially with the fifth driving gear 85, and a first driving gear 87 fixedly connected coaxially with the second one-way driven gear 413. The fifth driving gear 85 is rotatably mounted on the gear shaft of the fourth driving gear 84 through a hollow shaft. The first driving gear 87 and the second driving two-speed gear 86 are coaxially aligned. A synchronizer TC3 is arranged between the first driving gear 87 and the second driving two-speed gear 86. The synchronizer TC3 is fixedly connected coaxially with the gear shaft of the fourth driving gear 84. As shown in the figure, when the synchronizer TC3 cooperates with the second driving two-speed gear 86 to the right, the power of the driving motor 6 is transmitted to the power output gear 40 through the first driving gear, the second driving gear, the third driving gear, the fourth driving gear, and the fifth driving gear, forming a second-speed power output of the driving motor 6. When the synchronizer TC3 cooperates with the first driving gear 87 to the left, if the synchronizer TC2 cooperates with the first driving gear 411 to the right, the power of the driving motor 6 is transmitted to the power output gear 40 through the first driving gear 81, the second driving gear 82, the third driving gear 83, the fourth driving gear 84, the first driving gear 87, the second one-way driven gear 413, and the first driving gear 411. The first-speed power output of the driving motor 6 and the first-speed power output of the multi-speed gearbox 4 share the second one-way driven gear 413 and the first driving gear 411. When the engine 1 cruises at a high speed in the first gear, the driving motor 6 uses the first-speed power as an auxiliary power source to assist the engine in driving the vehicle, reducing the power of the engine, keeping the engine in the high-efficiency area during high-speed cruising, reducing energy consumption, and also simplifying the system structure, reducing the weight and volume of the system, so as to reduce energy consumption and cost.

[0021] The technical solutions of the embodiments of the present invention are completely described above in conjunction with the accompanying drawings. It should be noted that the described embodiments are only a part of the embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

Claims

1. A multi-speed hybrid transmission system, comprising an engine, a clutch connected to the engine, a planetary reducer connected to the clutch, and a multi-speed gearbox. The planetary reducer includes a sun gear, a planetary gear meshing with the sun gear, a planet carrier connected to the planetary gear, and a ring gear meshing with the planetary gear. The ring gear is coaxially fixed to the input shaft of the multi-speed gearbox; it is characterized in that: It also includes a starting motor and a driving motor. The starting motor is connected to the sun gear through a gear reduction assembly. The output end of the clutch is coaxially and fixedly connected to the planet carrier. The driving motor is connected to a multi-speed gearbox through a two-speed reducer.

2. The multi-speed hybrid transmission system according to claim 1, wherein: The gear reduction assembly includes a starting gear one coaxially connected to the output end of the starting motor, a starting gear two meshing with the starting gear one, and a starting gear three meshing with the starting gear two. The starting gear three is coaxially and fixedly connected to the sun gear. A locking gear one is coaxially fixed on the starting gear two. A synchronizer TC5 coaxially aligned with the locking gear one is fixed on the housing of the multi-speed hybrid transmission system. The starting gear two is locked with the cooperation of the synchronizer TC5 and the locking gear one.

3. The multi-speed hybrid transmission system according to claim 2, characterized in that: A locking gear two is coaxially fixed on the starting gear three. A synchronizer TC4 is coaxially fixed at the output end of the clutch. A locking gear three is fixed on the housing of the multi-speed hybrid transmission system. The locking gear two is arranged on the right side of the synchronizer TC4, and the locking gear three is arranged on the left side of the synchronizer TC4. The sun gear and the planet carrier are coaxially and fixedly connected with the cooperation of the synchronizer TC4 moving rightward and the locking gear two, and the planet carrier is locked with the cooperation of the synchronizer TC4 moving leftward and the locking gear three.

4. The multi-speed hybrid transmission system according to claim 3, wherein: The multi-speed gearbox includes a fourth-gear gear set, a third-gear gear set, a second-gear gear set, a first-gear gear set, and a power output gear coaxially aligned from left to right. The power output gear is coaxially fixed on the output shaft of the multi-speed gearbox. The fourth-gear gear set includes a fourth-gear driving gear, a fourth-gear driven gear one and a fourth-gear driven gear two respectively meshing with the fourth-gear driving gear. The third-gear gear set includes a third-gear driving gear, a third-gear driven gear one and a third-gear driven gear two respectively meshing with the third-gear driving gear. The second-gear gear set includes a second-gear driving gear, a second-gear driven gear one and a second-gear driven gear two respectively meshing with the second-gear driving gear. The first-gear gear set includes a first-gear driving gear, a first-gear driven gear one and a first-gear driven gear two respectively meshing with the first-gear driving gear. The fourth-gear driving gear is coaxially fixed on the input shaft of the multi-speed gearbox. The third-gear driving gear, the second-gear driving gear, and the first-gear driving gear are respectively rotatably installed on the output shaft of the multi-speed gearbox through a hollow shaft. A synchronizer TC1 is arranged between the fourth-gear driving gear and the third-gear driving gear. A synchronizer TC2 is arranged between the second-gear driving gear and the first-gear driving gear. The synchronizer TC1 and the synchronizer TC2 are respectively coaxially fixed on the output shaft of the multi-speed gearbox. The fourth-gear driven gear one, the third-gear driven gear one, the second-gear driven gear one, and the first-gear driven gear one are coaxially fixed in sequence from left to right. The fourth-gear driven gear two, the third-gear driven gear two, the second-gear driven gear two, and the first-gear driven gear two are coaxially fixed in sequence from left to right.

5. The multi-gear hybrid transmission system according to claim 4, wherein: The two-speed reducer described above includes a first driving gear coaxially fixed to the output end of the driving motor, a second driving gear meshing with the first driving gear, a third driving gear coaxially fixed to the second driving gear, a fourth driving gear meshing with the third driving gear, a fifth driving gear meshing with the power output gear, a second-speed driving gear coaxially fixed to the fifth driving gear, and a first-speed driving gear coaxially fixed to the second first-speed driven gear. The fifth driving gear is rotatably mounted on the gear shaft of the fourth driving gear through a hollow shaft. The first-speed driving gear and the second-speed driving gear are coaxially aligned, and a synchronizer TC3 is provided between the first-speed driving gear and the second-speed driving gear. The synchronizer TC3 is coaxially fixed to the gear shaft of the fourth driving gear.

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