Transmission system of hybrid vehicle and hybrid vehicle

Abstract

The utility model relates to the field of hybrid power vehicles, in particular to a transmission system of a hybrid power vehicle and the hybrid power vehicle with the transmission system, the transmission system comprises a plurality of intermediate shafts which are coaxially arranged, the intermediate shafts are used for transmission between a power source and a gearbox, the plurality of intermediate shafts at least comprise a first intermediate shaft and a second intermediate shaft, the input end of the first intermediate shaft is at least used for being in transmission connection with a power source, the input end of the second intermediate shaft is at least used for being in transmission connection with another power source, the output end of the first intermediate shaft is in transmission connection with a first input shaft of the gearbox, and the output end of the second intermediate shaft is in transmission connection with a second input shaft of the gearbox. A plurality of intermediate shafts are arranged, the power of each power source can be transmitted to the gearbox through each intermediate shaft so as to drive a vehicle, and each intermediate shaft can correspondingly distribute the torque required to be transmitted for the working condition with a large torque requirement, so that the stress of each intermediate shaft and a bearing thereof is reduced, and abrasion and fatigue damage are reduced.

Description

TECHNICAL FIELD

[0001] The utility model relates to hybrid vehicle technical field, concretely relates to a transmission system of hybrid vehicle and hybrid vehicle. BACKGROUND

[0002] In the transmission system of hybrid vehicle, the transmission mode between the engine and the gearbox has a vital influence on the performance of the vehicle. The existing transmission mode usually adopts single intermediate shaft output, that is, the power of the engine and the motor is transmitted to the same intermediate shaft through the clutch. In the case of large torque output, especially for commercial vehicles and other vehicles with high torque output requirements, the intermediate shaft bearing is under great stress, which is prone to wear and fatigue damage, and it is difficult to meet the demand of modern vehicles for efficient and stable power transmission. SUMMARY

[0003] The utility model discloses a transmission system of hybrid vehicle and hybrid vehicle, which reduces the torque transmitted by each intermediate shaft by setting multiple intermediate shafts, making the power transmission of the vehicle more efficient and stable, to solve the problem of wear and fatigue damage of the intermediate shaft and bearing in the single intermediate shaft drive.

[0004] To achieve the above-mentioned purpose, the technical scheme of the utility model comprises:

[0005] A transmission system of hybrid vehicle, comprising multiple intermediate shafts arranged coaxially, the intermediate shafts being used for transmission between a power source and a gearbox, the multiple intermediate shafts at least having a first intermediate shaft and a second intermediate shaft, an input end of the first intermediate shaft being used for transmission connection to at least one of the power sources, an input end of the second intermediate shaft being used for transmission connection to at least one of the power sources, an output end of the first intermediate shaft being transmission connected to a first input shaft of the gearbox, and an output end of the second intermediate shaft being transmission connected to a second input shaft of the gearbox.

[0006] In one embodiment, the power source is an engine and a motor, the intermediate shafts are two, which are the first intermediate shaft and the second intermediate shaft, and the transmission system comprises a first clutch, a second clutch and a planetary gear train, the first clutch is arranged between the input end of the first intermediate shaft and the engine, the planetary gear train comprises three transmission parts, the three transmission parts are respectively transmission connected to the engine, the motor and the first intermediate shaft, and the second clutch is arranged between the planetary gear train and the motor, so that the input end of the first intermediate shaft is transmission connected to the engine through the first clutch or the planetary gear train, and the input end of the first intermediate shaft is also transmission connected to the motor through the second clutch and the planetary gear train.

[0007] In one embodiment, the first clutch comprises a first driving disc assembly and a second driving disc assembly in clutching transmission, three of the driving parts of the planetary gear train are respectively an inner gear ring, a sun gear and a planet carrier, the inner gear ring and the first driving disc assembly are synchronously connected in rotation to the inner gear drum of the engine respectively, the sun gear is synchronously connected in rotation to the second driving disc assembly, and the planet carrier is synchronously connected in rotation to the first intermediate shaft, so that the first intermediate shaft is selectively drivingly connected to the engine through the first clutch in clutching transmission or the planetary gear train.

[0008] In one embodiment, the second clutch comprises a third driving disc assembly and a fourth driving disc assembly in clutching transmission, the third driving disc assembly is synchronously connected in rotation to the motor, and the fourth driving disc assembly is synchronously connected in rotation to the sun gear, so that the first intermediate shaft is also selectively drivingly connected to the motor through the second clutch in clutching transmission.

[0009] In one embodiment, the intermediate shafts are two, namely the first intermediate shaft and the second intermediate shaft, the power sources are an engine and a motor, the input end of the first intermediate shaft is drivingly connected to the engine, and the input end of the second intermediate shaft is drivingly connected to the motor, so that the power of the engine and the motor is transmitted to the gearbox through the first intermediate shaft and the second intermediate shaft respectively to realize double-intermediate-shaft split-shaft driving.

[0010] The technical scheme of the utility model further includes: a hybrid vehicle, the hybrid vehicle comprising the transmission system.

[0011] The utility model has the advantages of:

[0012] 1、The utility model discloses a plurality of intermediate shafts of each power source can be transmitted to the gearbox through every intermediate shaft and drive the vehicle respectively, for the working condition of big torque demand, every intermediate shaft can distribute the torque that it needs to drive correspondingly, thereby reducing the stress of every intermediate shaft and its bearing, and reducing wear and tear and fatigue damage.

[0013] 2、The first intermediate shaft is selectively drivingly connected to the engine or the motor through the first clutch, the second clutch and the planetary gear train, the first clutch and the second clutch cooperate to realize pure electric drive, hybrid single-intermediate-shaft output or hybrid double-intermediate-shaft output, can satisfy various power output demands according to vehicle use condition, and satisfy the demand of modern vehicle for efficient and stable power transmission. ACCURACY OF DRAWINGS

[0014] Figure 1 It is the transmission system perspective drawing of the utility model embodiment.

[0015] Figure 2 is the explosion map of the transmission system of the embodiment of the utility model.

[0016] Figure 3 is the section view of the transmission system of the embodiment of the utility model.

[0017] Figure 4 is Figure 3 the local enlarged view.

[0018] Figure 5 is the layout schematic view of the transmission system of the embodiment of the utility model.

[0019] Figure 6 is the idling start-stop state schematic view of the transmission system of the embodiment of the utility model.

[0020] Figure 7 is the idling power generation state schematic view of the transmission system of the embodiment of the utility model.

[0021] Figure 8 is the schematic view of the first intermediate shaft drive under the hybrid state of the transmission system of the embodiment of the utility model.

[0022] Figure 9 is the schematic view of the second intermediate shaft drive under the hybrid state of the transmission system of the embodiment of the utility model.

[0023] Figure 10 is the schematic view of the split shaft drive under the hybrid state of the transmission system of the embodiment of the utility model.

[0024] Figure 11 is the schematic view of the split shaft drive under the hybrid state of the transmission system of the embodiment of the utility model.

[0025] Figure 12 is the schematic view of the differential drive under the hybrid state of the transmission system of the embodiment of the utility model.

[0026] Figure 13 is the schematic view of the pure electric drive of the transmission system of the embodiment of the utility model.

[0027] Wherein: 1 first transmission disc assembly, 2 second transmission disc assembly, 3 third transmission disc assembly, 4 fourth transmission disc assembly, 5 inner tooth drum, 6 clutch support, 7 shell;

[0028] 10 intermediate shaft, 11 first intermediate shaft, 12 second intermediate shaft, 20 power source, 30 transmission, 301 first input shaft, 302 second input shaft, 40 planetary gear train;

[0029] E engine, M motor, M1 rotor, CL1 first clutch, CL2 second clutch, R inner gear ring, S sun gear, C planet carrier. DETAILED DESCRIPTION

[0030] To further illustrate the embodiments, the disclosure provides accompanying drawings. These drawings are part of the disclosure and are mainly used to illustrate the embodiments, and can be used to explain the operating principle of the embodiments in conjunction with the related description of the specification. With reference to these contents, those skilled in the art should be able to understand other possible implementations and advantages of the disclosure. The components in the drawings are not drawn to scale, and similar component symbols are generally used to represent similar components.

[0031] Embodiment 1

[0032] Referring to Figures 1 to 5 As shown in the figure, the embodiment discloses a transmission system of a hybrid vehicle, which comprises a plurality of intermediate shafts 10 coaxially arranged, the intermediate shafts 10 are used for transmission between a power source 20 and a gearbox 30, the power source 20 takes an engine E and a motor M as an example, the intermediate shafts 10 are two, which are a first intermediate shaft 11 and a second intermediate shaft 12, an input end of the first intermediate shaft 11 is at least used for transmission connection to the engine E, an input end of the second intermediate shaft 12 is at least used for transmission connection to the motor M, an output end of the first intermediate shaft 11 is transmission connected to a first input shaft 301 of the gearbox 30, and an output end of the second intermediate shaft 12 is transmission connected to a second input shaft 302 of the gearbox 30. The first intermediate shaft 11 and the second intermediate shaft 12 can respectively transmit the power of the engine E and the motor M, the gearbox input torque is increased, so that the vehicle accelerates faster and the power is stronger, through the cooperation of the two input shafts of the gearbox 30, the gear shifting can be switched between the two input shafts, and the gear shifting smoothness can be improved.

[0033] In the embodiment, the first intermediate shaft 11 and the first input shaft 301 of the gearbox 30 are integrally connected, and the second intermediate shaft 12 and the second input shaft 302 of the gearbox 30 are integrally connected, so as to simplify the transmission between the intermediate shaft 10 and the gearbox 30, and make the transmission more reliable and the transmission efficiency higher. In other embodiments, the first intermediate shaft 11 and the first input shaft of the gearbox 30 can be separately connected, for example, the two are connected by a coupling, a spline or a gear mechanism that can make the two rotate synchronously; correspondingly, the second intermediate shaft 12 and the second input shaft of the gearbox 30 can also be separately connected, for example, the two are connected by a coupling, a spline or a gear mechanism that can make the two rotate synchronously.

[0034] The transmission system further comprises a housing 7, and a first clutch CL1, a second clutch CL2 and a planetary gear train 40 arranged in the housing 7, the first clutch CL1 is arranged between the input end of the first intermediate shaft 11 and the engine E, the planetary gear train 40 comprises three transmission parts, the three transmission parts are respectively transmission connected to the engine E, the motor M and the first intermediate shaft 11, and the second clutch CL2 is arranged in transmission between the planetary gear train 40 and the motor M, so that the input end of the first intermediate shaft 11 is transmission connected to the engine E through the first clutch CL1 or the planetary gear train 40, and the input end of the first intermediate shaft 11 is also transmission connected to the motor M through the second clutch CL2 and the planetary gear train 40.

[0035] By arranging two clutches, the input end of the first intermediate shaft 11 can be selectively connected to the engine E or the motor M, and the first clutch CL1 and the planetary gear train 40 form a power variable torque device, instead of a traditional hydraulic variable torque device, which can improve the response speed of the transmission system and improve the acceleration performance of the vehicle.

[0036] The first intermediate shaft 11 of the embodiment is arranged in the second intermediate shaft 12, and the second intermediate shaft 12 is directly transmission connected to the motor M, that is, the second intermediate shaft 12 and the rotor M1 of the motor M are synchronous rotation, and there is no other transmission mechanism (such as a clutch transmission mechanism that can cut off the power transmission between the second intermediate shaft 12 and the motor M, or a variable speed transmission mechanism such as a planetary gear train or a gear set that can change the transmission ratio) between them that can change the transmission mode, and the space inside the motor rotor can be used to arrange components such as the first clutch CL1, the second clutch CL2, the planetary gear train 40 and the first intermediate shaft 11. Coaxially arranging the first intermediate shaft 11 in the second intermediate shaft 12 facilitates the connection of the motor rotor M1 to the outside of the second intermediate shaft 12. The first intermediate shaft 11 and the second intermediate shaft 12 extend out of the housing 7 to form the first input shaft 301 and the second input shaft 302 of the transmission 30.

[0037] In addition, the direct transmission connection mode of the motor M and the second intermediate shaft 12 makes the transmission efficiency of the two higher. In other embodiments, the motor M and the second intermediate shaft 12 can also be indirectly transmission connected.

[0038] The first clutch CL1 comprises a first clutch transmission disc assembly 1 and a second clutch transmission disc assembly 2, the three transmission parts of the planetary gear train 40 are respectively an inner ring gear R, a sun gear S and a planetary carrier C, the inner ring gear R and the first clutch transmission disc assembly 1 are respectively synchronous rotation connected to the inner tooth drum 5 of the engine E, the sun gear S is synchronous rotation connected to the second clutch transmission disc assembly 2, and the planetary carrier C is synchronous rotation connected to the first intermediate shaft 11, so that the first intermediate shaft 11 is selectively transmission connected to the engine E through the first clutch CL1 or the planetary gear train 40 by means of the clutch transmission of the first clutch CL1.

[0039] The second clutch CL2 comprises a third clutch disk assembly 3 and a fourth clutch disk assembly 4, the third clutch disk assembly 3 is synchronously rotatably connected to the motor M, and the fourth clutch disk assembly 4 is synchronously rotatably connected to the sun gear S, so that the first intermediate shaft 11 is selectively drivingly connected to the motor M by the clutch transmission of the second clutch CL2.

[0040] More specifically: the first clutch disk assembly 1 is synchronously rotatably connected by the transmission teeth on the circumferential outer side and the inner side of the inner tooth drum 5, the second clutch disk assembly 2 is mounted on the clutch support 6, the clutch support 6 is synchronously rotatably connected to the sun gear S, when the first clutch disk assembly 1 and the second clutch disk assembly 2 are locked to form a driving connection, the power of the engine E is transmitted to the first intermediate shaft 11 through the inner tooth drum 5, the first clutch CL1, the sun gear S and the carrier C, and the inner tooth drum 5 and the sun gear S are synchronously rotatable. Since the inner ring R of the planetary gear set 40 is synchronously rotatably connected to the inner tooth drum 5, when the first clutch CL1 is locked, the inner ring R of the planetary gear set 40 and the sun gear S are synchronously rotatable, the planet gears connected by the carrier C do not rotate relative to the inner ring R and the sun gear S, and the planetary gear set 40 only plays a transmission role without changing the transmission ratio, at this time the transmission ratio between the inner tooth drum 5 and the first intermediate shaft 11 is 1. When the first clutch disk assembly 1 and the second clutch disk assembly 2 of the first clutch CL1 are separated, the power of the engine E is transmitted to the first intermediate shaft 11 through the inner tooth drum 5, the inner ring R and the carrier C.

[0041] The third clutch disk assembly 3 is synchronously rotatably connected to the rotor M1 of the motor M, and the fourth clutch disk assembly 4 is mounted on the clutch support 6, since the clutch support 6 is synchronously rotatably connected to the sun gear S, when the third clutch disk assembly 3 and the fourth clutch disk assembly 4 of the second clutch CL2 are locked to form a driving connection, the power of the motor M is transmitted to the first intermediate shaft 11 through the second clutch CL2, the sun gear S and the carrier C. When the third clutch disk assembly 3 and the fourth clutch disk assembly 4 are separated, the power of the motor M is not transmitted to the first intermediate shaft 11, but is directly transmitted to the second intermediate shaft 12 which is synchronously rotatable with the rotor M1 of the motor. It should be noted that since the second intermediate shaft 12 is directly drivingly connected to the rotor M1 of the motor, the power of the motor M can be transmitted to the second intermediate shaft 12 regardless of whether the second clutch CL2 is locked or not.

[0042] The transmission mode of the transmission system includes any one of the following:

[0043] Referring to Figure 6 and Figure 7As shown, the first clutch CL1 and the second clutch CL2 are locked respectively, the engine E and the motor M form a transmission connection, if the transmission 30 does not transmit outward, the transmission system is used for idle generation or idle start-stop. Figure 6 As shown, the motor M power is transmitted to the engine E through the first clutch CL1 and the second clutch CL2 for driving the engine E to start, at this time the motor M is used as a traditional starter motor. Figure 7 As shown, the motor M power is transmitted to the engine E through the first clutch CL1 and the second clutch CL2 for driving the engine E to start, at this time the motor M is used as a traditional starter motor.

[0044] Referring to Figures 8 to 9 As shown, the first clutch CL1 and the second clutch CL2 are locked respectively, the engine E and the motor M form a transmission connection, if the transmission 30 does not transmit outward, the transmission system is used for idle generation or idle start-stop. Figure 8 As shown, the transmission 30 selects the first input shaft 301 related gear, adopts the first intermediate shaft 11 to drive, at this time the engine E and the motor M power are coupled at the planetary gear train 40, Figure 9 As shown, the transmission 30 selects the second input shaft 302 related gear, adopts the second intermediate shaft 12 to drive, at this time the engine E and the motor M power are coupled at the second intermediate shaft 12.

[0045] Referring to Figures 10 to 11 As shown, the first clutch CL1 and the second clutch CL2 are locked respectively, the engine E and the motor M form a transmission connection, if the transmission 30 does not transmit outward, the transmission system is used for idle generation or idle start-stop.

[0046] Referring to Figure 12 As shown, the first clutch CL1 and the second clutch CL2 are locked respectively, the engine E and the motor M form a transmission connection, if the transmission 30 does not transmit outward, the transmission system is used for idle generation or idle start-stop.

[0047] Referring to Figure 13 As shown, the first clutch CL1 and the second clutch CL2 are separated respectively, the transmission between the engine E and the motor M is disconnected, the power of the motor M is transmitted to the second intermediate shaft 12, so as to realize pure electric drive.

[0048] In addition, the transmission system can also be used for kinetic energy recovery, engine E power distribution and other working conditions, the engine E power distribution refers to the power of the engine E is distributed to the gearbox 30, another part is distributed to the motor M to generate electricity.

[0049] The power source 20 of the above embodiment is two, which is an engine E and a motor M respectively, and the intermediate shaft 10 is two, in other embodiments, the number of power sources 20 can be more, for example, an engine and two motors, the number of intermediate shafts 10 can also be increased, so as to distribute more torque, each intermediate shaft bears smaller torque, and can transmit larger torque.

[0050] Embodiment 2

[0051] The embodiment discloses a hybrid vehicle, which comprises the transmission system described in embodiment 1, the structure and transmission mode of the transmission system are the same as those of embodiment 1, and details are not repeated here.

[0052] Although the utility model is specifically shown and introduced in combination with the preferred embodiments, those skilled in the art should understand that the remaining unexplained part is prior art, and various changes made to the utility model in form and detail without departing from the spirit and scope of the utility model defined in the appended claims all fall within the protection scope of the utility model.

Claims

1. A powertrain system of a hybrid vehicle, characterized by: The transmission system comprises a plurality of coaxial intermediate shafts for transmitting power between a power source and a gearbox, the plurality of intermediate shafts at least comprising a first intermediate shaft and a second intermediate shaft, an input end of the first intermediate shaft being at least in driving connection with a power source, an input end of the second intermediate shaft being at least in driving connection with another power source, an output end of the first intermediate shaft being in driving connection with a first input shaft of the gearbox, and an output end of the second intermediate shaft being in driving connection with a second input shaft of the gearbox.

2. The transmission system of a hybrid vehicle according to claim 1, characterized by: The power sources are an engine and an electric machine, the intermediate shafts are two, being the first intermediate shaft and the second intermediate shaft, the transmission system comprises a first clutch, a second clutch and a planetary gear set, the first clutch being disposed between the input end of the first intermediate shaft and the engine, the planetary gear set comprising three driving parts, the three driving parts being in driving connection with the engine, the electric machine and the first intermediate shaft respectively, the second clutch being disposed between the planetary gear set and the electric machine, so that the input end of the first intermediate shaft is in driving connection with the engine through the first clutch or the planetary gear set, and the input end of the first intermediate shaft is also in driving connection with the electric machine through the second clutch and the planetary gear set.

3. The driveline system of a hybrid vehicle according to claim 2, characterized in that: The first clutch comprises a first driving disc assembly and a second driving disc assembly in clutching transmission, the three driving parts of the planetary gear set are an inner ring gear, a sun gear and a planet carrier respectively, the inner ring gear and the first driving disc assembly are synchronously rotatably connected to an inner tooth drum of the engine respectively, the sun gear is synchronously rotatably connected to the second driving disc assembly, and the planet carrier is synchronously rotatably connected to the first intermediate shaft, so that the first intermediate shaft is selectively in driving connection with the engine through the first clutch or the planetary gear set by means of clutching transmission of the first clutch.

4. The transmission system of a hybrid vehicle according to claim 3, characterized by: The second clutch comprises a third driving disc assembly and a fourth driving disc assembly in clutching transmission, the third driving disc assembly is synchronously rotatably connected to the electric machine, and the fourth driving disc assembly is synchronously rotatably connected to the sun gear, so that the first intermediate shaft is also selectively in driving connection with the electric machine by means of clutching transmission of the second clutch.

5. The transmission system of a hybrid vehicle according to claim 1, characterized by: The intermediate shafts are two, being the first intermediate shaft and the second intermediate shaft, the power sources are an engine and an electric machine, the input end of the first intermediate shaft is in driving connection with the engine, and the input end of the second intermediate shaft is in driving connection with the electric machine, so that the power of the engine and the electric machine is transmitted to the gearbox through the first intermediate shaft and the second intermediate shaft respectively to realize split-shaft driving of the double intermediate shafts.

6. A hybrid vehicle, characterized in comprising the transmission system of any one of claims 1-5.

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