CN107599818B - Double-clutch transmission for hybrid power - Google Patents
Double-clutch transmission for hybrid power Download PDFInfo
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- CN107599818B CN107599818B CN201710975192.1A CN201710975192A CN107599818B CN 107599818 B CN107599818 B CN 107599818B CN 201710975192 A CN201710975192 A CN 201710975192A CN 107599818 B CN107599818 B CN 107599818B
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 36
- 230000009977 dual effect Effects 0.000 claims abstract description 5
- 230000007246 mechanism Effects 0.000 claims description 17
- 238000000034 method Methods 0.000 claims description 5
- 230000007935 neutral effect Effects 0.000 claims description 3
- 230000008569 process Effects 0.000 claims description 3
- 238000011084 recovery Methods 0.000 claims description 3
- 230000001360 synchronised effect Effects 0.000 claims description 3
- 230000009467 reduction Effects 0.000 claims description 2
- 230000008878 coupling Effects 0.000 description 4
- 238000010168 coupling process Methods 0.000 description 4
- 238000005859 coupling reaction Methods 0.000 description 4
- 230000000694 effects Effects 0.000 description 2
- 230000008859 change Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
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Abstract
A dual clutch transmission for hybrid power, comprising: an engine driving portion, a motor driving portion, and a first intermediate shaft provided with a first synchronizer, wherein: the first intermediate shaft is respectively connected with the engine driving part and the motor driving part; the first intermediate shaft is provided with odd and even EV gear wheels on two sides of the first synchronizer respectively, wherein: the odd EV gear is meshed with an odd-gear driven gear, and the even EV gear is meshed with an even-gear driven gear; the motor driving part comprises a motor and a motor gear fixedly connected to a motor shaft, wherein the motor gear is meshed with the gear on the first intermediate shaft. The invention improves the structure of the drive motor connected with the transmission system based on the existing double-clutch transmission structure, can realize independent control and mutual noninterference of engine power and motor power in the transmission process, and can compensate each other when needed.
Description
Technical Field
The invention relates to a technology in the field of design of a hybrid electric vehicle transmission, in particular to a double-clutch transmission for hybrid power.
Background
The double clutch automatic transmission is accepted by wide customers due to the excellent driving feeling of the whole vehicle and the high transmission efficiency. Based on the excellent performance of the double-clutch automatic transmission, a plurality of whole factories are driven to carry out hybrid upgrading on the basis. The addition of motor power adds a plurality of functions to the double-clutch transmission, such as braking energy recovery, pure electric driving, engine starting and the like.
Disclosure of Invention
Aiming at the defects that the whole efficiency of the existing double-clutch transmission is reduced, the synchronous time is long due to the need of a synchronous motor rotor, the gear is difficult to be engaged, and only half of the original transmission gear can transmit power when the vehicle is stopped and charged or the pure electric drive cannot be realized by using only one motor, and the like, is provided with the double-clutch transmission for hybrid power, and the structure of the driving motor connected with a transmission system is improved on the basis of the structure of the existing double-clutch transmission, so that the engine power and the motor power can be independently controlled and mutually noninterfered in the transmission process, and can mutually compensate when the hybrid power is needed.
The invention is realized by the following technical scheme:
The invention comprises the following steps: an engine driving portion, a motor driving portion, and a first intermediate shaft provided with a first synchronizer, wherein: the first intermediate shaft is connected with the engine driving part and the motor driving part respectively.
The first intermediate shaft is respectively provided with an odd EV gear and an even EV gear at two sides of the first synchronizer, wherein: the odd-numbered EV gear is meshed with an odd-numbered gear driven gear, and the even-numbered EV gear is meshed with an even-numbered gear driven gear.
The motor driving part comprises a motor and a motor gear fixedly connected to a motor shaft, wherein the motor gear is meshed with the gear on the first intermediate shaft.
Any one of the first synchronizer, the odd EV gear and the even EV gear is fixedly connected with a motor shaft through a motor gear.
Technical effects
Compared with the prior art, the invention has the following technical effects:
1) All modes of the hybrid electric vehicle can be realized by only one motor, and motor power can be output by utilizing all gears of the original double-clutch transmission, so that the optimal hybrid power of the double-clutch transmission vehicle type is realized by lower cost and smaller change.
2) When the motor power is not needed to be connected, the first synchronizer is placed in neutral gear, the motor rotor is disconnected from the engine, and the transmission efficiency and the drivability, particularly the gear shifting performance, of the original double-clutch transmission are not affected.
3) In the driving process of the pure engine, the motor can be used for compensating the power of the engine or charging the whole vehicle in the whole process, so that the engine is adjusted to work in an optimal efficiency interval, and the fuel economy of the whole vehicle is improved.
Drawings
FIGS. 1 and 2 are schematic views of embodiment 1;
FIGS. 3 and 4 are schematic views of embodiment 2;
In the figure: the clutch drive shaft 1, the first input shaft 2, the second input shaft 3, the first intermediate shaft 4, the second intermediate shaft 5, the third intermediate shaft 6, the reverse intermediate shaft 7, the motor shaft 8, the first intermediate shaft front bearing 9, the odd EV gear coupling teeth 10, the synchronizer sleeve 11, the even EV gear coupling teeth 12, the first intermediate shaft rear bearing 13, the differential DIFF, the engine CE, the motor EM, the reverse driven gear R, the motor gear MG, the motor drive gear DG, the first to fifth synchronizers a to E, the first clutch C1, the second clutch C2, the first, second, third/fifth, the fourth/sixth driving gears D1 to D4, the first to sixth driven gears G1 to G6, the odd EV gear G7, the even gear G8.
Detailed Description
As shown in fig. 1 and 2, the present embodiment includes: a clutch driving shaft 1, a first input shaft 2, a second input shaft 3, a first intermediate shaft 4, a second intermediate shaft 5, a third intermediate shaft 6, a first clutch C1, a second clutch C2, an engine CE and a motor EM, wherein: the engine CE is provided with a clutch driving shaft 1, a second intermediate shaft 5 and a third intermediate shaft 6 are arranged parallel to the clutch driving shaft 1 and are respectively meshed with a first input shaft 2 and a second input shaft 3 through gears, the first input shaft 2 is provided with a first clutch C1 and is rotatably and coaxially arranged along the clutch driving shaft 1, the second input shaft 3 is provided with a second clutch C2, the second input shaft 3 is coaxially arranged with the clutch driving shaft 1 and can rotate around the first input shaft 2, a motor EM is provided with a motor shaft 8, the motor shaft 8 is arranged in parallel with the first intermediate shaft 4 and is meshed with the first intermediate shaft 4 through gears, an odd EV gear coupling tooth 10 is fixed on an odd EV gear G7, an even EV gear coupling tooth 12 is fixed on an even EV gear G8, a motor drive gear DG is fixed on the first intermediate shaft 4, a synchronizer gear sleeve 11 penetrates through the motor drive gear and is slidably shifted, the odd EV gear G7 and the even EV gear G8 are respectively positioned at two ends of the synchronizer gear sleeve 11 and are sleeved on the first intermediate shaft 4, and the first intermediate shaft front 9 and the first intermediate shaft rear end 13 are supported at two ends of the first intermediate shaft.
The first intermediate shaft 4 is provided with a first synchronizer A, and both sides of the first synchronizer A are respectively provided with an odd EV gear G7 and an even EV gear G8 which are sleeved with the first intermediate shaft 4 in an empty mode; preferably, the first synchronizer a is fixedly connected with a motor transmission gear DG on the first intermediate shaft 4.
The motor shaft 8 is fixedly connected with a motor gear MG, and the motor gear MG is in constant engagement with a motor transmission gear DG.
The clutch driving shaft 1 receives the torque of the engine CE, and the first clutch C1 and the second clutch C2 selectively transmit the torque of the clutch driving shaft 1 to the first input shaft 2 and the second input shaft 3, respectively.
The first input shaft 2 is fixedly connected with a first driving gear D1 and a third/fifth driving gear D3, and the second input shaft 3 is fixedly connected with a fourth/sixth driving gear D4 and a second driving gear D2.
The second intermediate shaft 5 is correspondingly provided with a first driven gear G1, a third driven gear G3, a fourth driven gear G4 and a second driven gear G2 which are sleeved with each other, a second synchronizer B is arranged between the first driven gear G1 and the third driven gear G3, and a third synchronizer C is arranged between the fourth driven gear G4 and the second driven gear G2.
The third intermediate shaft 6 is provided with a fifth driven gear G5, a sixth driven gear G6 and a reverse driven gear R which are sleeved with each other, wherein: the fifth driven gear G5 and the sixth driven gear G6 are meshed with the third/fifth driving gear D3 and the fourth/sixth driving gear D4, respectively, the fifth driven gear G5 is correspondingly provided with a fourth synchronizer D, and a fifth synchronizer E is arranged between the sixth driven gear G6 and the reverse gear R.
The second intermediate shaft 5 is connected to a differential DIFF through a pair of reduction gears.
The third intermediate shaft 6 is connected with a reverse intermediate shaft 7 through a reverse gear R.
In operation, this embodiment includes the following modes of operation:
1) Pure electric mode:
In the first mode, the first synchronizer A is arranged in an odd EV gear, the second synchronizer B is arranged in a 3 gear, the first clutch C1 and the second clutch C2 are both opened, and motor power is transmitted to the differential mechanism DIFF through the first intermediate shaft 4 and the second intermediate shaft 5 by the odd EV gear G7 to drive the vehicle; in this driving mode, when the first clutch C1 is closed, the engine can be started while traveling.
In the second mode, the first synchronizer A is arranged in an even EV gear, the third synchronizer C is arranged in a2 gear, the first clutch C1 and the second clutch C2 are both opened, and motor power is transmitted to the differential mechanism DIFF through the first intermediate shaft 4 and the second intermediate shaft 5 by the even EV gear G8 so as to drive the vehicle; in this drive mode, the first clutch C2 is closed, and the engine can be started while traveling.
In the mode, the motor EM can simultaneously recover braking energy of the whole vehicle, and if the motor EM reverses, reversing running can be realized.
2) Pure engine mode:
The first synchronizer a is placed in neutral, the second synchronizer B, the third synchronizer C, the fourth synchronizer D or the fifth synchronizer E is placed in a certain gear, the input shaft of the corresponding gear is closed, and the engine CE transmits power to the differential DIFF through the engaged gears of the gears via the second intermediate shaft 5 to drive the vehicle.
3) Mixing mode:
in the first mode, the first synchronizer A is arranged in an odd EV gear, the second synchronizer B is arranged in a3 gear, the fourth synchronizer D is arranged in a 5 gear, the fifth synchronizer E is arranged in a 6 gear, the first clutch C1 is opened, the second clutch C2 is closed, motor power is transmitted to the differential mechanism DIFF through a corresponding gear on the first input shaft 2, engine power is transmitted to the differential mechanism DIFF through a corresponding gear on the second input shaft 3, and the two types of power jointly drive the vehicle after being coupled through the differential mechanism DIFF.
In the second mode, the first synchronizer A is placed in an even EV gear, the third synchronizer C is placed in a2 gear, the fourth synchronizer is placed in a 5 gear, the fifth synchronizer E is placed in a 6 gear, the first clutch C1 is closed, the second clutch C2 is opened, motor power is transmitted to the differential mechanism DIFF through a corresponding gear on the second input shaft 3, engine power is transmitted to the differential mechanism DIFF through a corresponding gear on the first input shaft 2, and the two types of power jointly drive the vehicle after being coupled through the differential mechanism DIFF.
In the hybrid mode, the motor EM has the functions of driving charging and driving assisting at the same time, so that the optimal working range of the engine CE is adjusted, the energy utilization efficiency of the engine CE is improved, and the motor EM can also recover braking energy at the same time.
4) Parking charging mode:
In the first mode, the first synchronizer A is arranged in an odd EV gear, the second synchronizer B is arranged in a 3 gear, the first clutch C1 is closed, the second clutch C2 is opened, and engine power is transmitted to the motor EM through the third driving gear D3, the odd EV gear G7 and the motor transmission gear DG on the first input shaft 2 to charge the whole vehicle.
In the second mode, the first synchronizer A is arranged in an even EV gear, the third synchronizer C is arranged in a 2 gear, the first clutch C1 is opened, the second clutch C2 is closed, and engine power is transmitted to the motor EM through the second driving gear D2, the even EV gear G8 and the motor transmission gear DG on the second input shaft 3 to charge the whole vehicle.
5) In addition to the embodiment described in the present embodiment, the odd EV range gear G7 and the even EV range gear G8 may be selectively engaged with the first driven gear G1 and the fourth driven gear G4, respectively, and further, the odd EV range gear G7 and the even EV range gear G8 may be engaged with driven gears of arbitrary gear positions on the odd axis and the even axis, respectively.
Besides the 6 gears of the conventional dual clutch transmission described in this embodiment, the present invention is applicable to dual clutch transmissions having 2 or more gears.
Example 2
As shown in fig. 3 and 4, the difference between the present embodiment and the embodiment 1 is that the first intermediate shaft 4 is not fixedly connected with the motor drive gear DG, but is fixedly connected with the odd EV gear G7, the odd EV gear 10 is still fixed on the odd EV gear G7, the even EV gear 12 is still fixed on the even EV gear G8, the motor drive gear DG and the even EV gear G8 are empty sleeved on the first intermediate shaft 4, the synchronizer gear sleeve 11 passes through the motor drive gear DG and can axially slide for shifting, the odd EV gear G7 and the even EV gear G8 are respectively positioned at two ends of the synchronizer gear sleeve 11, and the first intermediate shaft front bearing 9 and the first intermediate shaft rear bearing 13 are supported at two ends of the first intermediate shaft;
the functions that can be achieved in this embodiment 2 are the same as those in embodiment 1.
The function of the invention can also be realized by adopting a mode that an even EV gear G8 is fixedly connected with the first intermediate shaft 4 and an odd EV gear G7 is sleeved on the first intermediate shaft 4.
The foregoing embodiments may be partially modified in numerous ways by those skilled in the art without departing from the principles and spirit of the invention, the scope of which is defined in the claims and not by the foregoing embodiments, and all such implementations are within the scope of the invention.
Claims (1)
1. A control method of a hybrid-based dual clutch transmission, characterized in that the dual clutch transmission includes: clutch driving shaft, first input shaft, second input shaft, first jackshaft, second jackshaft, third jackshaft, first clutch, second clutch, engine and motor, wherein: the engine is provided with a clutch driving shaft, a second intermediate shaft and a third intermediate shaft are parallel to the clutch driving shaft and are respectively meshed with the first input shaft and the second input shaft through gears, the first input shaft is provided with a first clutch and is rotatably and coaxially arranged along the clutch driving shaft, the second input shaft is provided with a second clutch, the second input shaft is coaxially arranged with the clutch driving shaft and can rotate around the first input shaft, the motor is provided with a motor shaft, the motor shaft is parallel to the first intermediate shaft and is meshed with the first intermediate shaft through gears, odd-gear combining teeth are fixed on odd-gear gears, even-gear combining teeth are fixed on even-gear gears, a motor transmission gear is fixed on the first intermediate shaft, a synchronizer gear sleeve penetrates through the motor transmission gear and can be shifted in a sliding manner, the odd-gear and the even-gear gears are respectively positioned at two ends of the synchronous gear sleeve and are sleeved on the first intermediate shaft in an empty manner, and a front bearing of the first intermediate shaft and a rear bearing of the first intermediate shaft are supported at two ends of the first intermediate shaft;
The first intermediate shaft is provided with a first synchronizer, and both sides of the first synchronizer are respectively provided with an odd-numbered gear and an even-numbered gear which are sleeved with the first intermediate shaft in a hollow manner;
The first synchronizer is fixedly connected with a motor transmission gear on the first intermediate shaft;
the motor shaft is fixedly connected with a motor gear which is meshed with the motor transmission gear;
the first input shaft is fixedly connected with a first driving gear and a third/fifth driving gear, and the second input shaft is fixedly connected with a fourth/sixth driving gear and a second driving gear;
The second intermediate shaft is correspondingly provided with a first driven gear, a third driven gear, a fourth driven gear and a second driven gear which are sleeved with each other, a second synchronizer is arranged between the first driven gear and the third driven gear, and a third synchronizer is arranged between the fourth driven gear and the second driven gear;
the third jackshaft on be equipped with fifth driven gear, sixth driven gear and the reverse gear driven gear of empty cover, wherein: the fifth driven gear and the sixth driven gear are respectively meshed with the third/fifth driving gear and the fourth/sixth driving gear, the fifth driven gear is correspondingly provided with a fourth synchronizer, and a fifth synchronizer is arranged between the sixth driven gear and the reverse gear;
The second intermediate shaft is connected with a differential mechanism through a pair of reduction gears;
The third intermediate shaft is connected with the reverse intermediate shaft through a reverse gear;
The control method comprises the following steps:
1) Pure electric mode: the motor can carry out whole car braking energy recovery simultaneously, if the motor reverses, can realize driving in reverse, specifically includes:
In the first mode, a first synchronizer is arranged in an odd EV gear, a second synchronizer is arranged in a third gear, both the first clutch and the second clutch are opened, and motor power is transmitted to a differential mechanism through a first intermediate shaft and a second intermediate shaft by an odd EV gear so as to drive a vehicle; in this driving mode, the first clutch is closed, the engine can be started in the traveling process,
The second mode is that the first synchronizer is arranged in an even EV gear, the third synchronizer is arranged in a second gear, the first clutch and the second clutch are both opened, and motor power is transmitted to the differential mechanism through the first intermediate shaft and the second intermediate shaft by the even EV gear so as to drive the vehicle; in this driving mode, the first clutch is closed, the engine can be started during traveling,
2) Pure engine mode:
The first synchronizer is arranged in neutral gear, the second synchronizer, the third synchronizer, the fourth synchronizer or the fifth synchronizer is arranged in a certain gear, the corresponding clutch of the input shaft of the corresponding gear is closed, and the engine transmits power to the differential through the second intermediate shaft through the gears of the gears which are meshed to drive the vehicle;
3) Mixing mode: the motor has the function of driving charging and driving helping hand simultaneously to this optimum working interval of adjustment engine improves the energy utilization efficiency of engine, and the motor also can carry out braking energy recovery simultaneously, specifically includes:
In the first mode, the first synchronizer is arranged in an odd EV gear, the second synchronizer is arranged in a third gear, the fourth synchronizer is arranged in a fifth gear, the fifth synchronizer is arranged in a sixth gear, the first clutch is opened, the second clutch is closed, motor power is transmitted to the differential mechanism through a corresponding gear on the first input shaft, engine power is transmitted to the differential mechanism through a corresponding gear on the second input shaft, and the two types of power are coupled by the differential mechanism to jointly drive the vehicle;
in a second mode, the first synchronizer is arranged in an even EV gear, the third synchronizer is arranged in a second gear, the fourth synchronizer is arranged in a fifth gear, the fifth synchronizer is arranged in a sixth gear, the first clutch is closed, the second clutch is opened, motor power is transmitted to the differential mechanism through a corresponding gear on the second input shaft, engine power is transmitted to the differential mechanism through a corresponding gear on the first input shaft, and the two power drives the vehicle together after the differential mechanism is coupled;
4) Parking charging mode:
In the first mode, the first synchronizer is arranged in an odd EV gear, the second synchronizer is arranged in a third gear, the first clutch is closed, the second clutch is opened, and engine power is transmitted to the motor through a third driving gear, an odd EV gear and a motor transmission gear on the first input shaft to charge the whole vehicle;
In a second mode, the first synchronizer is arranged in an even EV gear, the third synchronizer is arranged in a second gear, the first clutch is opened, the second clutch is closed, and engine power is transmitted to the motor through a second driving gear, an even EV gear and a motor transmission gear on the second input shaft to charge the whole vehicle;
5) The odd EV gear and the even EV gear are respectively meshed with driven gears of any gear on the odd shaft and the even shaft.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201710975192.1A CN107599818B (en) | 2017-10-19 | 2017-10-19 | Double-clutch transmission for hybrid power |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201710975192.1A CN107599818B (en) | 2017-10-19 | 2017-10-19 | Double-clutch transmission for hybrid power |
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| Publication Number | Publication Date |
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| CN107599818A CN107599818A (en) | 2018-01-19 |
| CN107599818B true CN107599818B (en) | 2024-08-27 |
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| CN201710975192.1A Active CN107599818B (en) | 2017-10-19 | 2017-10-19 | Double-clutch transmission for hybrid power |
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| CN108312824A (en) * | 2018-03-13 | 2018-07-24 | 吉林大学 | A kind of three gear electric drivers and pure electric vehicle logistic car for pure electric vehicle logistic car |
| CN110370916B (en) * | 2018-04-12 | 2022-04-12 | 上海汽车集团股份有限公司 | Hybrid vehicle, hybrid drive system and gearbox |
| CN111251875A (en) * | 2018-11-30 | 2020-06-09 | 比亚迪股份有限公司 | Power drive system and vehicle having the same |
| CN111251867A (en) * | 2018-11-30 | 2020-06-09 | 比亚迪股份有限公司 | Power driving system and vehicle |
| CN111251869A (en) * | 2018-11-30 | 2020-06-09 | 比亚迪股份有限公司 | Power driving system and vehicle with same |
| CN109664746A (en) * | 2018-12-28 | 2019-04-23 | 重庆长安汽车股份有限公司 | A kind of hybrid gearbox and mixed power plant |
| CN112744066B (en) * | 2019-10-30 | 2022-07-15 | 比亚迪股份有限公司 | Hybrid system and vehicle having the same |
| DE102020103406A1 (en) * | 2020-02-11 | 2021-08-12 | Getrag Ford Transmissions Gmbh | Drive assembly with electric machine for a motor vehicle |
| CN111219455A (en) * | 2020-03-18 | 2020-06-02 | 洛阳拖拉机研究所有限公司 | Three-clutch type segment changing mechanism of tractor |
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| CN107599818A (en) | 2018-01-19 |
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