A hybrid system based on a P1+P3 architecture

Abstract

This invention belongs to the field of dual-motor hybrid transmission technology, specifically a hybrid system based on a P1+P3 architecture, developed on the same platform for single-speed, two-speed, and range-extended transmissions. It includes an engine input shaft, a P1 motor, a P3 motor, and a differential. A generator drive gear is fixed on the P1 motor drive shaft, and a P3 motor drive drive gear is fixed on the P3 motor drive shaft. The P3 motor drive drive gear meshes with a first-speed driven gear / P3 drive driven gear. An intermediate shaft is fixed to the first-speed driven gear / P3 drive driven gear, and a main reduction drive gear is fixed on the intermediate shaft. The main reduction drive gear meshes with gears on the differential. This invention, by adjusting the design of the engine input and output shafts, can quickly provide two-speed, single-speed, and range-extended transmission solutions. These solutions can be designed on the same platform and produced on the same production line, significantly reducing development cycles, design, and production costs, thus making the products more competitive.

Description

Technical Field

[0001] This utility model relates to the field of dual-motor hybrid transmission technology, and in particular to a hybrid system based on a P1+P3 architecture, with single-speed, two-speed and range-extending versions developed on the same platform. Background Technology

[0002] With the continuous advancement of technologies such as electrification, intelligentization, and connectivity, new energy vehicles have experienced explosive growth. In the past five years, the sales of gasoline-powered vehicles and new energy vehicles in my country's passenger vehicle sector have shown stark contrasts: new energy vehicles have seen an average annual growth rate of 70%, while gasoline-powered vehicles have experienced an average annual decline of 9.8%. The penetration rate of new energy vehicles is projected to rise from 1.35% in 2015 to 40.94% in 2024. Looking at development trends, pure electric vehicles have a significant market potential in second- and third-tier cities due to lower charging infrastructure availability. Hybrid vehicles, on the other hand, can significantly alleviate range anxiety for consumers and benefit from rapid advancements in battery technology. Compared to pure electric vehicles, hybrid vehicles have a greater advantage in the low-to-mid-price segment. Therefore, from a long-term perspective, hybrid vehicles possess substantial market potential.

[0003] Currently, the hybrid vehicle industry features a wide variety of models, rapid iterations, short development cycles, and stringent deployment conditions. Furthermore, it often simultaneously releases models with different approaches, such as range-extended and plug-in hybrid (single-speed / multi-speed). If a single-model, single-design approach is adopted, it will pose significant challenges to the cost and design cycle of the hybrid transmission.

[0004] To address the aforementioned issues, this application proposes a hybrid system based on a P1+P3 architecture, with single-speed, two-speed, and range-extended versions developed on the same platform. Utility Model Content

[0005] (a) Purpose of the utility model

[0006] To address the technical problems existing in the background art, this utility model proposes a hybrid system based on the P1+P3 architecture, with single-speed, two-speed, and range-extended versions developed on the same platform.

[0007] (II) Technical Solution

[0008] To address the aforementioned issues, this utility model provides a hybrid system developed on the same platform for single-speed, two-speed, and range-extended transmissions based on a P1+P3 architecture. The system includes an engine input shaft, a P1 motor, a P3 motor, and a differential. The engine input shaft is connected to the engine. A generator drive gear is fixed to the P1 motor drive shaft of the P1 motor. A second-speed drive gear / generator driven gear is fixed to the end of the engine input shaft, and the generator drive gear meshes with the second-speed drive gear / generator driven gear. A P3 motor drive drive gear is fixed to the P3 motor drive shaft of the P3 motor. The P3 motor drive drive gear meshes with a first-speed driven gear / P3 drive driven gear. An intermediate shaft is fixed to the first-speed driven gear / P3 drive driven gear, and a main reduction drive gear is fixed to the intermediate shaft. The main reduction drive gear meshes with a gear on the differential.

[0009] Furthermore, it also includes a second-gear electromagnetic clutch assembly, which is mounted on an intermediate shaft. A second-gear driven gear is loosely fitted on the intermediate shaft, and the second-gear driven gear meshes with a second-gear driving gear / generator driven gear.

[0010] Furthermore, it also includes a first-gear electromagnetic clutch assembly, with a first-gear drive gear loosely fitted on the engine input shaft, and the first-gear electromagnetic clutch assembly mounted on the engine input shaft; the first-gear driven gear / P drives the driven gear to mesh with the first-gear drive gear.

[0011] Furthermore, it also includes a first-gear electromagnetic clutch assembly and a second-gear electromagnetic clutch assembly. The second-gear electromagnetic clutch assembly is mounted on an intermediate shaft, and a second-gear driven gear is loosely fitted on the intermediate shaft. When the second-gear electromagnetic clutch assembly is energized, it meshes with the second-gear driven gear. The second-gear driven gear meshes with the second-gear drive gear / generator driven gear. A first-gear drive gear is loosely fitted on the engine input shaft, and a first-gear electromagnetic clutch assembly is mounted on the engine input shaft. When the first-gear electromagnetic clutch assembly is energized, it meshes with the first-gear drive gear. The first-gear driven gear / P3 drive driven gear meshes with the first-gear drive gear.

[0012] Furthermore, it also includes a gearbox housing, within which the intermediate shaft is rotatably mounted.

[0013] Furthermore, when the engine is running and driving the P1 motor, the hybrid system is in range-extending mode.

[0014] Furthermore, when the second-gear electromagnetic clutch assembly is energized, it engages with the second-gear driven gear, and the hybrid system operates in single-gear mode.

[0015] Furthermore, when the first-gear electromagnetic clutch assembly is energized, it engages with the first-gear drive gear, and the hybrid system operates in single-gear mode.

[0016] The above-mentioned technical solution of this utility model has the following beneficial technical effects:

[0017] This invention aims to provide a platform-based development solution based on the P1+P3 architecture. Addressing the diverse needs of vehicle manufacturers, while maintaining the same transmission envelope, it allows for the rapid provision of two-speed, single-speed, and range-extended transmission solutions by adjusting the engine input and output shaft designs. These solutions can be designed on the same platform and produced on the same production line, significantly reducing development cycles, design, and production costs, thus enhancing product competitiveness. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the structure of Embodiment 4 of a hybrid system based on the P1+P3 architecture, which is developed on the same platform for single-speed, two-speed and range-extended modes.

[0019] Figure 2 This is a schematic diagram of the structure of Embodiment 3 of a hybrid system based on the P1+P3 architecture, which is developed on the same platform for single-speed, two-speed and range-extended modes.

[0020] Figure 3 This is a schematic diagram of the structure of Embodiment 2 of a hybrid system based on the P1+P3 architecture, which is developed on the same platform for single-speed, two-speed and range-extended modes.

[0021] Figure 4 This is a schematic diagram of the structure of Embodiment 1 of a hybrid system based on the P1+P3 architecture, which is developed on the same platform for single-speed, two-speed and range-extending modes.

[0022] In the picture:

[0023] 1. Engine input shaft; 2. First gear drive gear; 3. First gear electromagnetic clutch assembly; 4. Second gear drive gear / generator driven gear; 5. Generator drive gear; 6. P1 motor drive shaft; 7. P1 motor; 8. First gear driven gear / P3 drive driven gear; 9. Second gear driven gear; 10. Second gear electromagnetic clutch assembly; 11. Main reduction drive gear; 12. P3 motor drive drive gear; 13. P3 motor drive shaft; 14. P3 motor; 15. Differential; 16. Intermediate shaft. Detailed Implementation

[0024] To make the objectives, technical solutions, and advantages of this utility model clearer, the present utility model will be further described in detail below with reference to specific embodiments and accompanying drawings. It should be understood that these descriptions are merely exemplary and not intended to limit the scope of this utility model. Furthermore, descriptions of well-known structures and technologies are omitted in the following description to avoid unnecessarily obscuring the concept of this utility model.

[0025] like Figures 1-4As shown, this utility model proposes a hybrid system based on a P1+P3 architecture, developed on the same platform for single-speed, two-speed, and range-extended operation. It includes an engine input shaft 1, a P1 motor 7, a P3 motor 14, and a differential 15. The engine input shaft 1 is connected to the engine. A generator drive gear 5 is fixed on the P1 motor drive shaft 6 of the P1 motor 7. A second-speed drive gear / generator driven gear 4 is fixed to the end of the engine input shaft 1, and the generator drive gear 5 meshes with the second-speed drive gear / generator driven gear 4. A P3 motor drive drive gear 12 is fixed on the P3 motor drive shaft 13 of the P3 motor 14. The P3 motor drive drive gear 12 meshes with a first-speed driven gear / P3 drive driven gear 8. An intermediate shaft 16 is fixed on the first-speed driven gear / P3 drive driven gear 8, and a main reduction drive gear 11 is fixed on the intermediate shaft 16. The main reduction drive gear 11 meshes with a gear on the differential 15.

[0026] Furthermore, it also includes a second-gear electromagnetic clutch assembly 10, which is mounted on an intermediate shaft 16. A second-gear driven gear 9 is loosely fitted on the intermediate shaft 16, and the second-gear driven gear 9 meshes with the second-gear driving gear / generator driven gear 4.

[0027] Furthermore, it also includes a first-gear electromagnetic clutch assembly 3, on which a first-gear drive gear 2 is loosely fitted, and the first-gear electromagnetic clutch assembly 3 is mounted on the engine input shaft 1; the first-gear driven gear / P3 drives the driven gear 8 to mesh with the first-gear drive gear 2.

[0028] Furthermore, it also includes a first-gear electromagnetic clutch assembly 3 and a second-gear electromagnetic clutch assembly 10. The second-gear electromagnetic clutch assembly 10 is mounted on an intermediate shaft 16, and a second-gear driven gear 9 is loosely fitted on the intermediate shaft 16. When the second-gear electromagnetic clutch assembly 10 is energized, it engages with the second-gear driven gear 9. The second-gear driven gear 9 engages with the second-gear drive gear / generator driven gear 4. A first-gear drive gear 2 is loosely fitted on the engine input shaft 1. The first-gear electromagnetic clutch assembly 3 is mounted on the engine input shaft 1. When the first-gear electromagnetic clutch assembly 3 is energized, it engages with the first-gear drive gear 2. The first-gear driven gear / P3 drives the driven gear 8 to engage with the first-gear drive gear 2.

[0029] Example 1 (two levels) Figure 4 ):

[0030] like Figure 4As shown, the engine is connected to input shaft 1, and the first gear drive gear 2 is loosely fitted on input shaft 1. If the first gear electromagnetic clutch assembly 3 is energized, the first gear drive gear 2 transmits torque, which is the first gear output of the engine. Similarly, if the second gear electromagnetic clutch assembly 10 is energized, the second gear driven gear 9 transmits torque, which is the second gear output of the engine. The engine is directly connected to P1 motor 7 through input shaft 1, generator driven gear 4, generator drive gear 5; P3 motor 14 is directly connected to the differential (i.e., wheel end) through P3 motor drive drive gear 12, P3 drive driven gear 8, and main reduction drive gear 11. The following operating modes can be achieved:

[0031] Parallel mode: The P3 motor and engine are driven simultaneously. In this mode, the engine can be switched between first and second gear by controlling either the first-gear electromagnetic clutch assembly 3 or the second-gear electromagnetic clutch assembly 10. The P1 motor 7 follows suit, and its operation is determined by the vehicle's battery SOC status and wheel-end power requirements.

[0032] In series mode: the engine drive input shaft 1 generates electricity for motor 7 (P1) and drives motor 14 (P3). At this time, both the first gear electromagnetic clutch assembly 3 and the second gear electromagnetic clutch assembly 10 are disengaged.

[0033] Pure electric mode: P3 motor 14 is driven by a single power source. At this time, electromagnetic clutch assemblies 3 and 10 are disengaged; the engine and P1 motor 7 are not working.

[0034] Engine direct drive mode: The engine is the only power source for driving. It can be driven in 1st or 2nd gear by combining with electromagnetic clutch assembly 3 or 10 according to the vehicle speed. At this time, P1 motor 7 and P3 motor 14 are in follow-up state.

[0035] Parking power generation mode: When the vehicle is stationary, the engine drives the input shaft 1, which in turn drives the P1 motor 7 to generate electricity via the driven gear 4 and the driving gear 5. The first gear electromagnetic clutch assembly 3 and the second gear electromagnetic clutch assembly 10 are both disengaged, and the P3 motor 14 is not in operation.

[0036] Braking energy recovery mode: When the vehicle is braking, both the first-gear electromagnetic clutch assembly 3 and the second-gear electromagnetic clutch assembly 10 are disengaged, and the engine and P1 motor 7 are not operating. The wheels drive the P3 motor 14 to generate electricity through the differential 15, the main reduction drive gear 11, and the P3 drive driven gear 8.

[0037] Reverse mode: The first gear electromagnetic clutch assembly 3 and the second gear electromagnetic clutch assembly 10 are both disengaged, the engine and P1 motor 7 are not working, and P3 motor 14 drives the vehicle by rotating in the opposite direction.

[0038] Example 2 (single-pass, Figure 3 ):

[0039] Based on Embodiment 1, the second-gear driven gear 9 and the second-gear electromagnetic clutch assembly 10 are removed. Simultaneously, the first-gear ratio is adjusted to fall between the first and second-gear ratios of Embodiment 1. Compared to Embodiment 1, except for the absence of one engine direct-drive gear, the remaining operating modes are the same.

[0040] Example 3 (single-pass, Figure 2 ):

[0041] Based on Example 1, the first gear drive gear 2 and the first gear electromagnetic clutch assembly 3 are removed. Simultaneously, the first gear ratio is adjusted to fall between the first and second gear ratios of Example 1. Compared to Example 1, except for the absence of one engine direct drive gear, the remaining operating modes are the same.

[0042] Example 4 (Range Extender) Figure 1 ):

[0043] Based on Embodiment 1, the first gear drive gear 2, the first gear electromagnetic clutch assembly 3, the second gear driven gear 9, and the second gear electromagnetic clutch assembly 10 are removed. Compared with Embodiment 1, the engine direct drive mode and parallel mode are eliminated.

[0044] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely preferred examples and are not intended to limit the utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed utility model. These include, but are not limited to, changes such as replacing the hydraulic wet clutch with an electromechanical clutch, replacing hydraulic shifting with electronic shifting, and replacing the electronic oil pump with a mechanical gear oil pump. The scope of protection of this utility model is defined by the appended claims and their equivalents.

Claims

1. A hybrid system based on a P1+P3 architecture, developed on the same platform for single-speed, two-speed, and range-extended transmissions, characterized in that, The system includes an engine input shaft (1), a P1 motor (7), a P3 motor (14), and a differential (15). The engine input shaft (1) is connected to the engine. A generator drive gear (5) is fixed on the P1 motor drive shaft (6) of the P1 motor (7). A second-speed drive gear / generator driven gear (4) is fixed at the end of the engine input shaft (1). The generator drive gear (5) meshes with the second-speed drive gear / generator driven gear (4). A P3 motor drive drive gear (12) is fixed on the P3 motor drive shaft (13) of the P3 motor (14). The P3 motor drive drive gear (12) meshes with a first-speed driven gear / P3 drive driven gear (8). An intermediate shaft (16) is fixed on the first-speed driven gear / P3 drive driven gear (8). A main reduction drive gear (11) is fixed on the intermediate shaft (16). The main reduction drive gear (11) meshes with the gear on the differential (15).

2. The hybrid system based on the P1+P3 architecture, developed on the same platform for single-speed, two-speed, and range-extended operation, as described in claim 1, is characterized in that... It also includes a second-gear electromagnetic clutch assembly (10), which is mounted on an intermediate shaft (16). A second-gear driven gear (9) is loosely fitted on the intermediate shaft (16), and the second-gear driven gear (9) meshes with the second-gear driving gear / generator driven gear (4).

3. A hybrid system based on a P1+P3 architecture, developed on the same platform for single-speed, two-speed, and range-extended operation, as described in claim 1, is characterized in that... It also includes a first-gear electromagnetic clutch assembly (3), a first-gear drive gear (2) is loosely fitted on the engine input shaft (1), and the first-gear electromagnetic clutch assembly (3) is installed on the engine input shaft (1); the first-gear driven gear / P3 drives the driven gear (8) to mesh with the first-gear drive gear (2).

4. A hybrid system based on a P1+P3 architecture, developed on the same platform for single-speed, two-speed, and range-extended operation, as described in claim 1, is characterized in that... It also includes a first-gear electromagnetic clutch assembly (3) and a second-gear electromagnetic clutch assembly (10). The second-gear electromagnetic clutch assembly (10) is mounted on an intermediate shaft (16). A second-gear driven gear (9) is loosely fitted on the intermediate shaft (16). When the second-gear electromagnetic clutch assembly (10) is energized, it meshes with the second-gear driven gear (9). The second-gear driven gear (9) meshes with the second-gear driving gear / generator driven gear (4). A first-gear driving gear (2) is loosely fitted on the engine input shaft (1). The first-gear electromagnetic clutch assembly (3) is mounted on the engine input shaft (1). When the first-gear electromagnetic clutch assembly (3) is energized, it meshes with the first-gear driving gear (2). The first-gear driven gear / P3 drives the driven gear (8) to mesh with the first-gear driving gear (2).

5. A hybrid system based on a P1+P3 architecture, developed on the same platform for single-speed, two-speed, and range-extended applications, according to any one of claims 1-4, characterized in that... It also includes a gearbox housing, in which the intermediate shaft (16) is rotatably mounted.

6. A hybrid system based on a P1+P3 architecture, developed on the same platform for single-speed, two-speed, and range-extended operation, as described in claim 1, is characterized in that... When the engine is running and the P1 motor (7) is running, the hybrid system is in range-extending mode.

7. A hybrid system based on a P1+P3 architecture, developed on the same platform for single-speed, two-speed, and range-extended operation, as described in claim 2, is characterized in that... When the second-gear electromagnetic clutch assembly (10) is energized, it engages with the second-gear driven gear (9), and the hybrid system is in single-gear mode.

8. A hybrid system based on a P1+P3 architecture, developed on the same platform for single-speed, two-speed, and range-extended operation, as described in claim 3, is characterized in that... When the first gear electromagnetic clutch assembly (3) is energized, it engages with the first gear drive gear (2), and the hybrid system is in single-gear mode.

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