Hybrid Power Transmission With Nested Motor And Single Clutch
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Solution Overview
Problem
Current hybrid-power driving systems face limitations in size and power capacity due to the sequential layout of ICE, clutch, and EM, leading to inefficient fuel use and unsatisfactory driving performance, particularly in pure motor driving mode, with complex power transmitting paths and power interruptions during gear shifting.
Innovation Solution
A hybrid-power driving system that achieves six forward speed ratios using only three synchronizers and a single clutch, allowing for a compact structure and continuous power output by sharing gearwheels in different speed ratios and alternating the operation of EM and ICE to avoid power interruptions during gear shifting.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Ease of manufacture
If the ICE, clutch, EM, and transmission are disposed in sequence, then the hybrid-power vehicle components can be arranged in a conventional layout, but the size of the EM is limited and the power capacity of the vehicle is reduced
Solution Approach 1:
The patent places the motor shaft and EM inside the transmission case, nesting the EM within the existing transmission structure. This allows the EM to occupy space within the transmission housing rather than requiring separate external space, enabling a more compact overall layout while maintaining or increasing EM size and power capacity
Solution Approach 2:
The patent combines the EM and transmission into a integrated hybrid-power driving system where the EM is positioned within the transmission case and connected to the input shaft. This merging of components allows for shared structural elements and optimized space utilization, achieving both compact layout and enhanced power capacity
2Device complexity
If a single clutch is used in the hybrid-power driving system, then the structure is simplified, but power interruption cannot be avoided automatically during gear shifting
Solution Approach 1:
The patent introduces the EM as an intermediary power source that can compensate during gear shifting operations. When the single clutch causes power interruption during gear changes, the EM can provide continuous torque to the input shaft, acting as a mediator that smooths out the power delivery and maintains continuous motion without requiring multiple clutches
Solution Approach 2:
The patent uses the EM to maintain continuous power delivery during gear shifting operations. By controlling the EM to operate during clutch engagement/disengagement phases, the system ensures uninterrupted torque transmission to the transmission, maintaining continuous useful action despite the simplicity of using only a single clutch
3Power
If the EM power is too low, then the vehicle size and cost are reduced, but the driving ability in pure motor driving mode is not satisfying and fuel efficiency cannot be improved significantly
Solution Approach 1:
The patent implements dynamic coordination between the EM and ICE through the integrated transmission system. The system can dynamically switch between pure EM mode, pure ICE mode, and hybrid mode based on driving conditions, allowing the EM to operate at optimal power levels for efficiency while the ICE compensates when higher power is needed, achieving both satisfactory driving ability and improved fuel efficiency
Solution Approach 2:
The patent creates a multi-functional hybrid-power system where the EM serves multiple purposes: providing pure electric driving mode for urban efficiency, assisting the ICE during acceleration, and enabling regenerative braking. This universal application of the EM across different driving scenarios maximizes fuel efficiency improvements while maintaining satisfactory driving ability in all modes
Data Source
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AI summary
A hybrid-power driving system comprising an input shaft (1) carrying a first driving gearwheel (10), a second driving gearwheel (11), a third driving gearwheel (12), and a fourth driving gearwheel (13) disposed thereon; a first synchronizer (7), disposed on the input shaft (1), for releasably synchronizing at least one of the first driving gearwheel (10) and the second driving gearwheel (11) to the input shaft (1), a second synchronizer (26), disposed on the input shaft (1), for releasably synchronizing at least one of the third driving gearwheel (12) and the fourth driving gearwheel (13) to the input shaft (1); an output shaft (2) carrying a speed-reducing gearwheel (14), a first driven gearwheel (15), a second driven gearwheel (18), and a third driven gearwheel (19) disposed thereon; a first intermediate shaft (5) carrying a fourth driven gearwheel (16) and a fifth driven gearwheel (17) disposed thereon, wherein the first intermediate shaft (5) includes a hollow portion and is coaxial to the output shaft (2); a third synchronizer (9), disposed on the output shaft (2), for releasably synchronizing at least one of the first driven gearwheel (15) and both the fourth driven gearwheel (16) and the fifth driven gearwheel (17) to the output shaft (2); a second intermediate shaft (3) carrying a sixth driven gearwheel (20), a seventh driven gearwheel (21), an eighth driven gearwheel (22), and a ninth driven gearwheel (23) disposed thereon; a motor shaft (4) carrying a fifth driving gearwheel (24) disposed thereon; and a final driven gearwheel (25).