Driving transmission system of hybrid electric vehicle

Abstract

The utility model discloses a hybrid electric vehicle driving transmission system and belongs to the technical field of automobile transmission. An engine is connected with an input shaft, a C2 clutch, a C1 clutch and a driving gear are arranged outside the input shaft, the C2 clutch is connected with a planet carrier, the planet carrier is provided with two planet wheels, the two planet wheels are both in meshed connection with a sun wheel and are in meshed linkage with a gear ring, and the gear ring is fixedly connected with the C2 clutch and the C1 clutch. The sun gear is connected with a rotor shaft of the second motor, a brake B1 is arranged outside the rotor shaft of the second motor, and the brake B1 is connected with the shell; the C1 clutch is connected with the driving gear, a rotor shaft of the first motor is connected with the motor gear, and the driving gear and the motor gear are both in meshed connection with the output unit. A multi-mode power system of pure electricity, series connection and parallel connection double gears, series-parallel power dividing, parking power generation and the like is constructed, and all-working-condition oil consumption optimization is achieved in cooperation with the planet row power dividing characteristic and motor speed regulation compensation.

Description

Technical Field

[0001] This utility model relates to a hybrid electric vehicle drive transmission system, belonging to the field of automotive transmission technology. Background Technology

[0002] Hybrid vehicles typically feature both an engine and an electric motor, which work together to drive the wheels via a transmission system. Due to their significant advantages, such as low emissions, they have become a new type of vehicle that the automotive industry is actively developing. In the field of hybrid powertrain systems, based on the different power connection methods, they can be divided into three basic forms: series, parallel, and series-parallel.

[0003] Existing hybrid transmissions generally suffer from complex structural designs and low system transmission efficiency. Although the coordinated operation of the electric motor can allow the engine to operate in a high-efficiency range, thereby improving the overall efficiency of the powertrain to some extent, this approach still struggles to effectively reduce fuel consumption. Furthermore, existing hybrid transmissions operate in a relatively singular mode, unable to flexibly adjust power distribution strategies according to actual driving conditions to improve overall performance and further enhance the hybrid transmission's power output. Summary of the Invention

[0004] To address the problems existing in the background technology, this utility model provides a hybrid electric vehicle drive transmission system.

[0005] To achieve the above objectives, this utility model adopts the following technical solution: a hybrid electric vehicle drive transmission system, comprising an engine, a second motor, a first motor, a C2 clutch, a C1 clutch, a B1 brake, an input shaft, a sun gear, a planetary carrier, planetary gears, a ring gear, a drive gear, a motor gear, and an output unit; the crankshaft of the engine is coaxially and fixedly connected to the input end of the input shaft; the C2 clutch, the C1 clutch, and the drive gear are fitted on the outer side of the input shaft; the input shaft is fixedly connected to the inner hub of the C2 clutch; the input shaft is rotatably connected to the inner hub of the C1 clutch and the drive gear; the inner hub of the C2 clutch is rotatably connected to the planetary carrier... One end is fixedly connected, and the other end of the planetary carrier is equipped with two planetary gears. Both planetary gears are meshed with the sun gear and connected to the ring gear. The ring gear is fixedly connected to the outer hub of the C2 clutch and the outer hub of the C1 clutch. The sun gear is coaxially fixedly connected to the rotor shaft of the second motor. The outer hub of the rotor shaft of the second motor is coaxially fixedly fitted with the inner hub of the B1 brake. The outer hub of the B1 brake is fixedly connected to the inner wall of the housing. The inner hub of the C1 clutch is fixedly connected to the drive gear. The rotor shaft of the first motor is coaxially fixedly connected to the motor gear. Both the drive gear and the motor gear are meshed with the output unit.

[0006] Furthermore, the output unit includes an output shaft, a driven gear, a main reduction gear, and a differential gear; the driven gear is meshed with the drive gear and the motor gear, the driven gear is coaxially and fixedly connected to the input end of the output shaft, the output end of the output shaft is coaxially and fixedly connected to the main reduction gear, and the main reduction gear is meshed with the differential gear.

[0007] Furthermore, a torsional damper or a dual-mass flywheel is connected between the crankshaft and the input shaft of the engine.

[0008] Compared with the prior art, the beneficial effects of this utility model are:

[0009] This invention innovatively constructs a multi-mode power system integrating a planetary gear set mechanism and a dual-motor collaborative control architecture, encompassing pure electric, series and parallel dual-gear, hybrid power split, and parking generator modes. This ensures the engine always operates within its high-efficiency range. Combined with the planetary gear set's power split characteristics and motor speed compensation, it achieves optimized fuel consumption across all operating conditions. A compact actuator consisting of a dual clutch and brake retains the advantages of the planetary gear set structure while achieving dual physical gear shifting through clutch logic combinations, balancing the smoothness of continuously variable transmission (CVT) with improved transmission efficiency at high speeds. A shift control strategy based on motor torque compensation ensures uninterrupted power during mode switching, significantly improving the driving experience. Furthermore, modular integrated design reduces the number of components, lowering system complexity and manufacturing costs. The parking generator mode innovatively utilizes the planetary gear set mechanism to achieve decoupled engine-generator starting, improving energy recovery efficiency, ultimately forming a low-cost, lightweight, and high-efficiency hybrid power solution. Attached Figure Description

[0010] Figure 1 This is a schematic diagram of the structure of this utility model;

[0011] Figure 2 This is a schematic diagram of the operation of this utility model in pure electric mode;

[0012] Figure 3 This is a schematic diagram of the operation of the series mode of this utility model;

[0013] Figure 4 This is a schematic diagram of the operation of the first gear in parallel mode of this utility model;

[0014] Figure 5 This is a schematic diagram of the operation of the second gear in parallel mode of this utility model;

[0015] Figure 6 This is a schematic diagram of the hybrid operation mode;

[0016] Figure 7 This is a schematic diagram of the parking / parking power generation mode. Detailed Implementation

[0017] The technical solutions of this utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments of this utility model. Obviously, the described embodiments are only some embodiments of the utility model, not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of this utility model without creative effort are within the protection scope of this utility model.

[0018] A hybrid electric vehicle drive transmission system includes an engine 1, a second motor 3, a first motor 4, a C2 clutch 5, a C1 clutch 6, a B1 brake 7, an input shaft 8, a sun gear 9, a planet carrier 10, planet gears 11, a ring gear 12, a drive gear 14, a motor gear 18, and an output unit. The crankshaft of the engine 1 is coaxially and fixedly connected to the input end of the input shaft 8. The C2 clutch 5, the C1 clutch 6, and the drive gear 14 are fitted onto the outer side of the input shaft 8. The input shaft 8 is fixedly connected to the inner hub of the C2 clutch 5, and the input shaft 8 is fixedly connected to the C1 clutch 6. The inner hub and drive gear 14 are rotatably connected by bearings; the inner hub of the C2 clutch 5 is fixedly connected to one end of the planetary carrier 10, and two planetary gears 11 are installed at the other end of the planetary carrier 10. The two planetary gears 11 are both meshed with the sun gear 9 and meshed with the ring gear 12. The ring gear 12 is fixedly connected to the outer hub of the C2 clutch 5 and the outer hub of the C1 clutch 6; the C2 clutch 5 and the C1 clutch 6 share a common outer hub or the C2 clutch 5 and the C1 clutch 6 each have their own outer hub, and the two outer hubs are connected by splines or welding. The sun gear 9 is coaxially and fixedly connected to the rotor shaft 13 of the second motor 3. The inner hub of the B1 brake 7 is coaxially and fixedly fitted on the outer side of the rotor shaft 13 of the second motor 3. The outer hub of the B1 brake 7 is integrally and fixedly connected to the inner wall of the housing. The inner hub of the C1 clutch 6 is fixedly connected to the drive gear 14. The rotor shaft of the first motor 4 is coaxially and fixedly connected to the motor gear 18. Both the drive gear 14 and the motor gear 18 are meshed with the output unit. The output unit can be connected to the rear reduction mechanism or to the vehicle rear axle transmission mechanism to transmit power to the vehicle wheels.

[0019] Furthermore, the output unit includes an output shaft 15, a driven gear 16, a main reduction gear 17, and a differential gear 19; the driven gear 16 is meshed with the drive gear 14 and the motor gear 18, the driven gear 16 is coaxially and fixedly connected to the input end of the output shaft 15, the output end of the output shaft 15 is coaxially and fixedly connected to the main reduction gear 17, and the main reduction gear 17 is meshed with the differential gear 19 to transmit power.

[0020] Furthermore, a torsional damper 2 or a dual-mass flywheel is connected between the crankshaft and the input shaft 8 of the engine 1.

[0021] This invention discloses a pure electric mode transmission method for a hybrid electric vehicle drive transmission system, the method comprising the following steps:

[0022] S1: Disengage clutches C2 and C1, brake B1 and put them in the off state; put engine 1 and motor 2 3 in the off state; put motor 1 4 in the working state.

[0023] S2: Starter motor 4 provides power to drive motor gear 18 to rotate;

[0024] S3: Motor gear 18 drives driven gear 16 to rotate;

[0025] S4: Driven gear 16 drives main reduction gear 17 to rotate via output shaft 15;

[0026] S5: The main reduction gear 17 drives the differential gear 19 to rotate, thus outputting power.

[0027] In this mode, motor 4 undergoes two-stage reduction, and differential gear 19 can be fixedly connected to the differential assembly. Power then reaches the vehicle's wheels via the half-shafts. The operating point of motor 4 is adjusted according to the vehicle's speed and torque requirements to meet those needs, thus improving the vehicle's power performance. Because motor 4 itself has forward and reverse rotation capabilities, it can provide forward and reverse gears as needed.

[0028] This invention discloses a series transmission method for a hybrid electric vehicle drive transmission system, the method comprising the following steps:

[0029] S1: Engage C2 clutch 5, disengage C1 clutch 6 and B1 brake 7, and put engine 1, motor 2 3 and motor 1 4 into operation.

[0030] S2: Engine 1 drives clutch C2 5 to rotate via input shaft 8;

[0031] S3: Clutch 5 drives planetary gear 11 to rotate through the combined action of ring gear 12 and planetary carrier 10;

[0032] S4: Planetary gear 11 drives sun gear 9 to rotate;

[0033] S5: The sun gear 9 drives the rotor shaft 13 of motor 2 3 to rotate and store energy in the energy management system (an external device);

[0034] S6: Motor 4 receives energy from the energy management system to drive motor gear 18 to rotate;

[0035] S7: Motor gear 18 drives driven gear 16 to rotate;

[0036] S8: Driven gear 16 drives main reduction gear 17 to rotate via output shaft 15;

[0037] S9: The main reduction gear 17 drives the differential gear 19 to rotate, thus outputting power.

[0038] This utility model discloses a parallel mode first gear transmission method for a hybrid electric vehicle drive transmission system, the method comprising the following steps:

[0039] S1: Engage both clutches C2 5 and C1 6, disengage brake B1 7, and put engine 1, motor 2 3 and motor 1 4 into operation.

[0040] S2: Engine 1 drives clutches C2 5 and C1 6 to rotate via input shaft 8;

[0041] S3: Clutch 5 drives planetary gear 11 to rotate through the combined action of ring gear 12 and planetary carrier 10;

[0042] S4: Planetary gear 11 drives sun gear 9 to rotate;

[0043] S5: The sun gear 9 drives the rotor shaft 13 of motor 2 3 to rotate and store energy in the energy management system (an external device);

[0044] S6: Motor 4 receives energy from the energy management system to drive motor gear 18 to rotate;

[0045] S7: The motor gear 18 drives the driven gear 16 to rotate, and at the same time, the C1 clutch 6 drives the driven gear 16 to rotate through the drive gear 14;

[0046] S8: Driven gear 16 drives main reduction gear 17 to rotate via output shaft 15;

[0047] S9: The main reduction gear 17 drives the differential gear 19 to rotate, thus outputting power.

[0048] This utility model discloses a parallel mode second-gear transmission method for a hybrid electric vehicle drive transmission system, the method comprising the following steps:

[0049] S1: Engage both C1 clutch 6 and B1 brake 7, disengage C2 clutch 5, deactivate motor 2 3, and activate both engine 1 and motor 1 4.

[0050] S2: Since brake 7 of B1 is engaged, the rotor shaft 13 and sun gear 9 of motor 2 3 are locked and cannot rotate. Therefore, engine 1 drives the gear ring 12 to rotate through input shaft 8, planet carrier 10 and planet gear 11.

[0051] S3: Gear ring 12 drives drive gear 14 to rotate through clutch C1 6;

[0052] S4: Drive gear 14 drives driven gear 16 to rotate; at the same time, start motor 4 drives motor gear 18 to rotate, and motor gear 18 drives driven gear 16 to rotate.

[0053] S5: Driven gear 16 drives main reduction gear 17 to rotate via output shaft 15;

[0054] S6: The main reduction gear 17 drives the differential gear 19 to rotate, thus outputting power.

[0055] This invention discloses a hybrid electric vehicle drive transmission system in a series-parallel (ECVT) mode, comprising the following steps:

[0056] S1: Engage C1 clutch 6, disengage C2 clutch 5 and B1 brake 7, and put engine 1, motor 2 3 and motor 1 4 into operation.

[0057] S2: Control the speed of engine 1 and motor 2 3 according to the operating characteristics of the planetary gear set;

[0058] S3: Engine 1 drives planetary gears 11 through input shaft 8 and planetary carrier 10; at the same time, motor 2 3 drives sun gear 9 to rotate through rotor shaft 13, and sun gear 9 drives planetary gears 11 to rotate.

[0059] S4: Planetary gear 11 drives the gear ring 12 to rotate, so the rotational speed of gear ring 12 can be determined;

[0060] S5: Gear ring 12 drives drive gear 14 to rotate via clutch C1 6;

[0061] S6: Drive gear 14 drives driven gear 16 to rotate; at the same time, start motor 4 drives motor gear 18 to rotate, and motor gear 18 drives driven gear 16 to rotate.

[0062] S7: Driven gear 16 drives main reduction gear 17 to rotate via output shaft 15;

[0063] S8: The main reduction gear 17 drives the differential gear 19 to rotate, thus outputting power.

[0064] The torque of engine 1 is divided into two parts. One part is transmitted to the ring gear 12 through the input shaft 8, planet carrier 10 and planet gear 11 in sequence; the other part of the torque is transmitted to the sun gear 9 and motor 2 3 through planet gear 11. Due to the influence of the rotational speed of motor 1 4 or motor 2 3 on the speed of engine 1, the relative continuity between engine 1 and vehicle speed is also called ECVT mode.

[0065] This invention relates to a transmission method for a hybrid electric vehicle drive transmission system in parking / stop power generation mode, the method comprising the following steps:

[0066] S1: Engage C2 clutch 5, disengage C1 clutch 6 and B1 brake 7, deactivate motor 4, and activate engine 1 and motor 2 3.

[0067] S2: Start engine 1 via motor 2 3;

[0068] S3: Engine 1 drives planetary carrier 10 and clutch C2 5 together through input shaft 8;

[0069] S4: Clutch 5 drives gear ring 12 to rotate;

[0070] S5: The gear ring 12 and the planet carrier 10 together drive the planet gear 11 to rotate;

[0071] S6: Planetary gear 11 drives sun gear 9 to rotate;

[0072] S7: The sun gear 9 drives the rotor shaft 13 of motor 2 3 to rotate, storing energy in the energy management system (an external device) to achieve battery charging. According to the safety strategy, a parking / parking power generation mode can be selected when the vehicle is in P gear.

[0073] Table 1. Working Modes of this Utility Model

[0074]

[0075] This utility model is based on the planetary gear structure and components of mature products on the market. By adding two motors, two clutches, and one brake, it achieves pure electric mode, series mode, parallel mode with two fixed gears, and hybrid power split mode. It has the advantages of simple structure, reasonable design, and relatively low cost. Different operating modes can be selected according to the vehicle's working conditions, so that the hybrid transmission system and engine can operate in the most efficient range.

[0076] The pure electric mode provides a way to drive the electric motor independently by relying on the battery to provide power when the engine is not providing power, and achieve normal vehicle operation through the transmission mechanism.

[0077] The series mode can realize the working mode of range-extended vehicles according to the working requirements of the whole vehicle.

[0078] In parallel mode, the engine can work independently, and the power distribution mechanism and transmission mechanism can transmit power normally to drive the vehicle. At the same time, the electric motor can be used to adjust the engine torque to improve the engine efficiency.

[0079] In the series-parallel hybrid mode, the engine and electric motor work simultaneously to drive the vehicle. By controlling the operation of the electric motor, the engine speed and torque operating point can be adjusted, reducing engine fuel consumption. The series-parallel power split mode can effectively improve engine operating conditions. Combined with two parallel fixed gears, it can effectively solve the problem of fuel economy and power across the entire operating range of the vehicle, keeping the engine in its high-efficiency range and achieving excellent overall vehicle fuel economy.

[0080] By switching between the above-mentioned operating modes during vehicle operation, fuel consumption can be effectively saved. The electric motor can participate in driving during each mode switch, ensuring no power interruption. This invention improves the overall system efficiency and has advantages such as low cost, lightweight design, simple structure, reasonable design, and relatively low cost.

[0081] It will be apparent to those skilled in the art that this invention is not limited to the details of the exemplary embodiments described above, and that it can be implemented in other forms without departing from the spirit or essential characteristics of this invention. Therefore, the embodiments should be considered illustrative and non-limiting in all respects, and the scope of this invention is defined by the appended claims rather than the foregoing description. Thus, it is intended that all variations falling within the meaning and scope of the equivalents of the claims be included within this invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

[0082] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A hybrid electric vehicle drive transmission system, characterized in that: The system includes an engine (1), a second motor (3), a first motor (4), a C2 clutch (5), a C1 clutch (6), a B1 brake (7), an input shaft (8), a sun gear (9), a planetary carrier (10), planetary gears (11), a ring gear (12), a drive gear (14), a motor gear (18), and an output unit. The crankshaft of the engine (1) is coaxially and fixedly connected to the input end of the input shaft (8). The outer side of the input shaft (8) is fitted with the C2 clutch (5), the C1 clutch (6), and the drive gear (14). The inner hub of the input shaft (8) is fixedly connected to the inner hub of the C2 clutch (5), and the inner hub of the input shaft (8) and the drive gear (14) are rotatably connected. The inner hub of the C2 clutch (5) is fixedly connected to one end of the planetary carrier (10). Two planetary gears (11) are installed at the other end of (10). Both planetary gears (11) are meshed with the sun gear (9) and connected to the gear ring (12). The gear ring (12) is fixedly connected to the outer hub of the C2 clutch (5) and the outer hub of the C1 clutch (6). The sun gear (9) is coaxially fixedly connected to the rotor shaft (13) of the second motor (3). The outer side of the rotor shaft (13) of the second motor (3) is coaxially fixedly fitted with the inner hub of the B1 brake (7). The outer hub of the B1 brake (7) is fixedly connected to the inner wall of the housing. The inner hub of the C1 clutch (6) is fixedly connected to the drive gear (14). The rotor shaft of the first motor (4) is coaxially fixedly connected to the motor gear (18). The drive gear (14) and the motor gear (18) are both meshed with the output unit.

2. The hybrid electric vehicle drive transmission system according to claim 1, characterized in that: The output unit includes an output shaft (15), a driven gear (16), a main reduction gear (17), and a differential gear (19). The driven gear (16) is meshed with the drive gear (14) and the motor gear (18). The driven gear (16) is coaxially fixedly connected to the input end of the output shaft (15). The output end of the output shaft (15) is coaxially fixedly connected to the main reduction gear (17). The main reduction gear (17) is meshed with the differential gear (19).

3. The hybrid electric vehicle drive transmission system according to claim 1, characterized in that: The crankshaft of the engine (1) is connected to the input shaft (8) by a torsional damper (2) or a dual-mass flywheel.

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