CN105697693A - Electric continuously variable transmission and vehicle comprising same - Google Patents
Electric continuously variable transmission and vehicle comprising same Download PDFInfo
- Publication number
- CN105697693A CN105697693A CN201410707871.7A CN201410707871A CN105697693A CN 105697693 A CN105697693 A CN 105697693A CN 201410707871 A CN201410707871 A CN 201410707871A CN 105697693 A CN105697693 A CN 105697693A
- Authority
- CN
- China
- Prior art keywords
- clutch
- gear
- variable transmission
- motor
- electrically variable
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
- F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Transportation (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Hybrid Electric Vehicles (AREA)
- Structure Of Transmissions (AREA)
Abstract
An electric continuously variable transmission comprises an electric motor, a first clutch, a planetary gear set, a second clutch, a third clutch, a brake and a gear-shifting actuator, wherein the first clutch is connected to the exterior of an electric continuously variable transmission body; the planetary gear set is arranged between the electric motor and the first clutch, and comprises a sun gear, planet carriers and gear rings; the second clutch is arranged between the first clutch and the gear rings; the third clutch is arranged between the first clutch and the sun gear; the brake is fixedly connected to the shell of the electric continuously variable transmission body, and used for locking or unlocking the gear rings; and the gear-shifting actuator is fixedly connected to the sun gear, and is detachably connected to the electric motor, so as to output power via the electric motor or input the power to the electric motor. The invention further provides a vehicle comprising the electric continuously variable transmission.
Description
Technical field
The present invention relates to a kind of electrically variable transmission for vehicle。Further, the invention still further relates to a kind of vehicle including this electrically variable transmission。
Background technology
Generally, hybrid gearbox has single electro-motor and single planetary gearsets, described hybrid gearbox can realize continuous variable speed ratio for electromotor, and thus it is also referred to as electrically variable transmission (electricContinuouslyVariableTransmission:eCVT)。Described electrically variable transmission has multiple drive modes, for instance pure engine drive mode, pure electrical motor driven pattern etc.。
Toyota's hybrid power system (ToyotaHybridSystem:THS) is known as the representative of hybrid power system and is widely used in hybrid power field。Fig. 1 illustrates the structure of the dynamical system of THS。
As it is shown in figure 1, THS is a kind of efficient hybrid power system, it has a planetary gearsets and two electro-motors, and one of them is motor, and another is called electromotor。In this THS, electromotor is connected to pinion frame, and electromotor is connected to sun gear, and motor is connected to gear ring, and power is exported wheel from gear ring by this THS。
Fig. 2 illustrates the operation principle of the piece-rate system of THS。Being regulated by the speed of two electro-motors, electromotor can always work in most efficient region。
But, the structures shape of THS electromotor when (speed is higher than 100kph) travels at a high speed must start。If electromotor is inoperative, then the electromotor being connected to sun gear will exceed the rotating speed of design, so THS can not realize the pure electric drive of high speed。Therefore, for plug-in hybrid vehicle and extended-range electric vehicle, THS can not meet the pure electrically driven (operated) requirement of high speed, as shown in Figure 3。
Further, THS uses two electro-motors, is attached to the electromotor of sun gear and is connected to the motor of gear ring, and the general power of two electro-motors is more than 100kw, and in single motor motor situation, it is possible to use the electro-motor of only 20kw just can reach the same vehicle performance under electric drive。Obvious, compared with single motor motor, THS produces to come from the fringe cost of electro-motor and power electric device。
Further, on ordinary meaning, the energy efficiency of direct mechanical energy path (fuel → electromotor → wheel) is always above the energy efficiency of another path (fuel → electromotor → electromotor → electrical motor driven device → wheel)。But, in majority driving situation, THS always contains an a certain proportion of rear paths, it reduces system effectiveness, asks for an interview Fig. 4。
Summary of the invention
It is an object of the invention to provide a kind of efficient mixed power system structure, it can keep electromotor and electro-motor to run in efficient region under different service conditions, and it can be used in mixing from being entirely mixed into the plug-in mixing vehicle power until extended-range electric vehicle。
Above-mentioned purpose is by realizing for the electrically variable transmission of vehicle and the vehicle including this electrically variable transmission according to the present invention according to the present invention。
According to the present invention, it is provided that a kind of electrically variable transmission, it is characterised in that including: electro-motor；First clutch outside connecting；Planetary gearsets, described planetary gearsets is arranged between described electro-motor and described first clutch, and includes sun gear, planet carrier and gear ring；Second clutch, described second clutch is arranged between described first clutch and described gear ring；3rd clutch, described 3rd clutch is arranged between described first clutch and described sun gear；Brake, described brake is fixedly attached to the housing of described electrically variable transmission, for locking or discharging described gear ring, and gear shifting operator, described gear shifting operator is fixedly attached to described sun gear, and can be disconnected to be connected to described electro-motor to export power from described electro-motor or power is input to electro-motor。
Thus, in the present invention, the High-speed Electric realized more than 100kph by the combination of electro-motor and multiple clutch is driven, thus meeting the requirement of plug-in hybrid vehicle and extended-range electric vehicle。In the present invention, use planetary gearsets, clutch and brake to realize the gear shift power transfer for electromotor driving and electrical motor driven, thus achieve the power failure-free gear shift of motor vehicle driven by mixed power。Additionally, by the electrically variable transmission of the present invention, it is possible to utilize Clutch Control to realize all engine starts when there is no external starter driver。For the engine start during standing start or driving, clutch start electromotor can both be easily passed through, without external starter driver。Additionally, in the transmission, it is also easy to realize the load point transfer of the parallel drive of electromotor and electro-motor and electromotor。
Preferably, described electrically variable transmission includes single electro-motor。
In the present invention, simply using single motor motor and thus reduce system cost, the High-speed Electric realized more than 100kph by single motor motor is driven, thus meeting the requirement of plug-in hybrid vehicle and extended-range electric vehicle。Additionally, present invention preferably uses single planetary gearsets, reduce further system cost。
Preferably, described gear shifting operator is single two sides claw clutch, and a side of described two sides claw clutch can engage with the housing of described electrically variable transmission, and another side can engage with described electro-motor。
In the present invention, use single two sides claw clutch。Thus, the control to electro-motor is simplified。Owing to claw clutch can disconnect the connection of motor, so that vehicle accessory such as air-conditioning, the system such as turn under any vehicle working condition, be driven such as through electro-motor and do not affect the operation of vehicle itself。
Preferably, described electrically variable transmission has two pure electric drive gears, and in order to realize the first gear in the pure electric drive gear of said two, described first clutch, described second clutch and described 3rd clutch all disengage, described brake engages and described gear shifting operator is joined to described electro-motor, and in order to realize the second gear in the pure electric drive gear of said two, described first clutch disengages, described second clutch and described 3rd clutch engage, described brake disengages and described gear shifting operator is joined to described electro-motor。
In the present invention, only being realized the driving of vehicle by electro-motor, electro-motor can rotate forward or reverse, thus realizing advance or the retrogressing of vehicle。
Preferably, described electrically variable transmission has three pure electromotors and drives gear, and drive the first gear in gear to realize described three pure electromotors, described first clutch engages, described second clutch disengages, described 3rd clutch engages, described brake engages and described gear shifting operator mediates, the second gear in gear is driven in order to realize described three pure electromotors, described first clutch and described second clutch engage, described 3rd throw-out-of clutch, described brake disengagement and described gear shifting operator are joined to the housing of described electrically variable transmission, and drive the third gear in gear to realize described three pure electromotors, described first clutch, described second clutch and described 3rd clutch engage, described brake disengages and described gear shifting operator is centrally located。
In the present invention, only realize the pure electromotor starting of vehicle by electromotor and clutch element cooperation and drive。This is especially beneficial when battery has extremely low state-of-charge or battery component breaks down。Further, when pure electromotor drives, electro-motor can disconnect with system completely, thus reduces total inertia mass。
Preferably, described electrically variable transmission has electric stepless variable-speed pattern, and in order to realize described electric stepless variable-speed pattern, described first clutch and described second clutch engage and described 3rd throw-out-of clutch, and described brake disengages and described gear shifting operator is joined to described electro-motor。
In electric stepless variable-speed pattern, electromotor can carry out load point transfer better, so that electromotor runs in optimum or most efficient region。
Preferably, described electrically variable transmission has two combination drive gears, and in order to realize the first gear in said two combination drive gear, described first clutch engages, described second clutch disengages, described 3rd clutch engages, described brake engages and described gear shifting operator is joined to described electro-motor, and in order to realize the second gear in said two combination drive gear, described first clutch, described second clutch and described 3rd clutch all engage, described brake disengages and described gear shifting operator is joined to described electro-motor。
Preferably, described electrically variable transmission has parking power generation mode, and in order to realize described parking power generation mode, described first clutch engages, described second clutch disengages, and described 3rd clutch engages, and described brake disengages and described gear shifting operator is joined to described electro-motor。
Preferably, described electrically variable transmission has park mode, and in order to realize described park mode, described first clutch, described second clutch and described 3rd clutch all disengage, described brake joint and described gear shifting operator are joined to the housing of described electrically variable transmission。
According to the present invention, also providing for a kind of vehicle, described vehicle includes main power source and electrically variable transmission, and described electrically variable transmission is arranged between described main power source and wheel, it is characterized in that, described electrically variable transmission is described electrically variable transmission。
Accompanying drawing explanation
The these and other objects of the present invention and advantage will embody more completely from conjunction with being described below of accompanying drawing, be presented with like reference characters identical or similar parts in all of which accompanying drawing, and wherein:
Fig. 1 shows the figure of the hybrid architecture of prior art；
Fig. 2 is the figure of the operation principle of the component system illustrating the hybrid architecture shown in Fig. 1；
Fig. 3 is the figure of the Speed allotment illustrating the hybrid architecture shown in Fig. 1 under high speed electric-only mode；
Fig. 4 is the figure illustrating the energy path in the hybrid architecture shown in Fig. 1；
Fig. 5 shows the schematic diagram of the hybrid architecture according to the present invention；
Fig. 6 to 6-1 illustrates torque and the rotating speed at the flowing in eCVT of power during electromotor I shelves and the sun gear of planetary gearsets, planet carrier and gear ring place；
Fig. 7 to 7-1 illustrates torque and the rotating speed at the flowing in eCVT of power during electromotor II shelves and the sun gear of planetary gearsets, planet carrier and gear ring place；
Fig. 8 to 8-1 illustrates torque and the rotating speed at the flowing in eCVT of power during electromotor III shelves and the sun gear of planetary gearsets, planet carrier and gear ring place；
Fig. 9 to 9-1 illustrates torque and the rotating speed at the flowing in eCVT of power during electro-motor I shelves and the sun gear of planetary gearsets, planet carrier and gear ring place；
Figure 10 to 10-1 illustrates torque and the rotating speed at the flowing in eCVT of power during electro-motor II shelves and the sun gear of planetary gearsets, planet carrier and gear ring place；
Figure 11 to 11-2 illustrates torque and the rotating speed at the flowing in eCVT of power during combination drive I shelves and the sun gear of planetary gearsets, planet carrier and gear ring place；
Figure 12 to 12-2 illustrates torque and the rotating speed at the flowing in eCVT of power during combination drive II shelves and the sun gear of planetary gearsets, planet carrier and gear ring place；
Figure 13 to 13-2 illustrates torque and the rotating speed at the flowing in eCVT of power during eCVT pattern and the sun gear of planetary gearsets, planet carrier and gear ring place；
Figure 14 illustrates power flowing in eCVT during parking generating；
Figure 15 illustrates situation when vehicle is in neutral gear；And
Figure 16 illustrates situation during parking。
Detailed description of the invention
The embodiment of the electrically variable transmission according to the present invention is described in detail below with reference to accompanying drawing。In the description of the drawings, identical or corresponding part is represented by identical numbers and symbols, and by the repetitive description thereof will be omitted。
Fig. 5 shows the figure of the hybrid architecture according to the present invention。As it is shown in figure 5, the hybrid architecture of the present invention includes main power source and electrically variable transmission 4 i.e. eCVT。Main power source can be such as explosive motor 3, and the cylinder number of electromotor is unrestricted, for instance can be 3 cylinders, 4 cylinders or more multi-cylinder。This eCVT is arranged between electromotor and wheel (not shown), and is connected to electromotor 3 at input side and is connected to wheel at outlet side。ECVT includes single electro-motor 2, single 5, three clutches of planetary gearsets and first clutch C0, second clutch C1 and the three clutch C2, brake B1 and gear shifting operator A1 such as claw clutch。Preferably, eCVT can also include differential mechanism 6。Planetary gearsets 5 includes sun gear 5.1, planet carrier 5.3 and gear ring 5.5。Planet carrier 5.3 is fixedly attached to spur gear 5.7, and this spur gear 5.7 engages to transfer power to wheel with differential mechanism 6 again。Preferably, this spur gear 5. is integrally formed with planet carrier 5.3。
First clutch C0 is connected to the outside of electrically variable transmission, for instance be connected to the electromotor 3 outside electrically variable transmission, and electromotor 3 can be connected to the gear ring 5.5 of planetary gearsets 5。That is, first clutch C0 is arranged between electromotor 3 and gear ring 5.5, and first clutch C0 can connect or disconnect the power between electromotor 3 and gear ring 5.5 and connect。
Electro-motor 2 is connectable to the sun gear 5.1 of planetary gearsets 5, and thus electro-motor 2 can rotate integrally with sun gear 5.1。Brake B1 is fixedly attached to the housing of electrically variable transmission。Brake B1 can lock or discharge the gear ring 5.5 of planetary gearsets 5, thus allowing locking or the rotation of gear ring 5.5。
Second clutch C1 is arranged between the gear ring 5.5 of first clutch C0 and planetary gearsets 5, and it is connected to first clutch C0 in side and is connected to gear ring 5.5 at opposite side, it is possible to connection or the power connection disconnecting between first clutch C0 and gear ring 5.5。3rd clutch C2 is arranged between second clutch C1 and sun gear 5.1, and is connected to second clutch C1 in side and is connected to sun gear 5.1 at opposite side, and thus it can connect or disconnect the power connection between second clutch C1 and sun gear 5.1。
Claw clutch is used as lock unit, and is preferably designed to single two sides claw clutch。The side of claw clutch is connectable to the housing of electrically variable transmission, and opposite side is connectable to the rotary part of electro-motor 2 to actuate electro-motor 2。The claw clutch of two sides also has centre position。
Electromotor 3 is the electromotor of any kind of consumption fuel, for instance internal combustion engine, natural gas engine etc.。Electro-motor 2 is not limited to internal rotor type, as long as this electro-motor can again can as electromotor as motor。Such as, electro-motor 2 can be permagnetic synchronous motor, asynchronous machine etc.。
ECVT according to the present invention is capable of 11 kinds of operator schemes。Table 1 below has illustrated the state of the first clutch C0 under various operator scheme, second clutch C1, brake B1 and gear shifting operator A1。
Table 1
| Pattern | State description | C0 | C1 | C2 | B1 | A1 |
| 1 | Electromotor I shelves | X | X | X | N | |
| 2 | Electromotor II shelves | X | X | L | ||
| 3 | Electromotor III shelves | X | X | X | N | |
| 4 | Electro-motor I shelves | X | R | |||
| 5 | Electro-motor II shelves | X | X | R | ||
| 6 | Combination drive I shelves | X | X | X | R | |
| 7 | Combination drive II shelves | X | X | X | R | |
| 8 | ECVT combination drive | X | X | R | ||
| 9 | Stop and generate electricity | X | X | R | ||
| 10 | Neutral gear | N | ||||
| 11 | Park lock | X | L |
* clutch and brake * gear shifting operator
X: engage L: be joined to left side
R: be joined to right side
N: centre position
Various mode of operations and the concrete operations thereof of the eCVT of the present invention are described in detail below with reference to the accompanying drawings。
Fig. 6 to 6-1 illustrates torque and the rotating speed at the flowing in eCVT of power during electromotor I shelves and the sun gear 5.1 of planetary gearsets 5, planet carrier 5.3 and gear ring 5.5 place。Specifically, as described in Figure 6, when adopting electromotor I shelves, first clutch C0 engages, and second clutch C1 disengages, and the 3rd clutch C2 engages, and brake B1 engages and gear shifting operator A1 mediates。Thus, the power of electromotor 3 output sequentially passes through first clutch C0, the 3rd clutch C2, sun gear 5.1, planet carrier 5.3, spur gear 5.7 and differential mechanism 6 and eventually arrives at wheel。Power is not had to transmit between electro-motor 2 and planetary gearsets 5。
As in Figure 6-1, when only electromotor 3 runs, reduce from sun gear 5.1 to planet carrier 5.3 rotating speed, and owing to brake B1 engages, the rotating speed of gear ring 5.5 is 0；And the torque T of the torque of sun gear 5.1 and electromotoriceCause the torque T of planet carrier 5.3r。
Fig. 7 to 7-1 illustrates torque and the rotating speed at the flowing in eCVT of power during electromotor II shelves and the sun gear 5.1 of planetary gearsets 5, planet carrier 5.3 and gear ring 5.5 place。Specifically, as described in Figure 7, when adopting electromotor II shelves, first clutch C0 and second clutch C1 engages, and the 3rd clutch C2 disengages, and namely brake B1 disengagement and the left joint of gear shifting operator A1 are joined to the housing of electrically variable transmission。Thus, the power of electromotor 3 output sequentially passes through first clutch C0 and second clutch C1, gear ring 5.5, planet carrier 5.3, spur gear 5.7 and differential mechanism 6 and eventually arrives at wheel。Power is not had to transmit between electro-motor 2 and planetary gearsets 5。
As shown in Fig. 7-1, when only electromotor 3 runs, reduce from gear ring 5.5 to planet carrier 5.3 rotating speed, and owing to gear shifting operator A1 is joined to the housing of electrically variable transmission, the rotating speed of sun gear 5.1 is 0；And the torque T of the torque of gear ring 5.5 and electromotoriceCause the torque T of planet carrier 5.3r。
Fig. 8 to 8-1 illustrates torque and the rotating speed at the flowing in eCVT of power during electromotor III shelves and the sun gear 5.1 of planetary gearsets 5, planet carrier 5.3 and gear ring 5.5 place。Specifically, as described in Figure 8, when adopting electromotor III shelves, first clutch C0, second clutch C1 and the three clutch C2 engage, and brake B1 disengages and gear shifting operator A1 is centrally located。Thus, sequentially pass through first clutch C0 and second clutch C1, gear ring 5.5, planet carrier 5.3, spur gear 5.7 and differential mechanism 6 eventually arrives at wheel to the power of electromotor 3 output on the one hand, and on the other hand, sequentially pass through first clutch C0 and the three clutch C2, sun gear 5.1, planet carrier 5.3, spur gear 5.7 and differential mechanism 6 and eventually arrive at wheel。That is, is there is branch after first clutch C0 in the power of electromotor 3 output。Power in above-mentioned two energy path, after planet carrier 5.3 place converges, eventually arrives at wheel via spur gear 5.7 and differential mechanism 6。Power is not had to transmit between electro-motor 2 and planetary gearsets 5。
As shown in Fig. 8-1, when only electromotor 3 exports power, sun gear 5.1, planet carrier 5.3 are identical with gear ring 5.5 rotating speed；And the only torque T of electromotor 3iceResult in the torque T of planet carrier 5.3r。
Fig. 9 to 9-1 illustrates torque and the rotating speed at the flowing in eCVT of power during electro-motor I shelves and the sun gear 5.1 of planetary gearsets 5, planet carrier 5.3 and gear ring 5.5 place。Specifically, as described in Figure 9, when adopting electro-motor I shelves, first clutch C0, second clutch C1 and the three clutch C2 disengage, and brake B1 engages and namely the right joint of gear shifting operator A1 is joined to electro-motor 2。Thus, the power of electro-motor 2 output sequentially passes through gear shifting operator A1, sun gear 5.1, planet carrier 5.3, spur gear 5.7 and differential mechanism 6 and eventually arrives at wheel。Power is not had to transmit between electromotor 3 and planetary gearsets 5。Additionally, during vehicle regenerative braking, power arrives electro-motor 2 from wheel with reverse order。
As shown in fig. 9-1, when only electro-motor 2 exports power, reduce from sun gear 5.1 to planet carrier 5.3 rotating speed, and owing to brake B1 engages, the rotating speed of gear ring 5.5 is 0；And the torque T of the torque of sun gear 5.1 and electro-motor 2emResult in the torque T of planet carrier 5.3r。
Figure 10 to 10-1 illustrates torque and the rotating speed at the flowing in eCVT of power during electro-motor II shelves and the sun gear 5.1 of planetary gearsets 5, planet carrier 5.3 and gear ring 5.5 place。Specifically, as described in Figure 10, when adopting electro-motor II shelves, first clutch C0 disengages, and second clutch C1 and the three clutch C2 engages, and brake B1 disengages and namely the right joint of gear shifting operator A1 is joined to electro-motor 2。Thus, the power of electro-motor 2 output sequentially passes through gear shifting operator A1, sun gear 5.1, planet carrier 5.3, spur gear 5.7 and differential mechanism 6 on the one hand and eventually arrives at wheel, and sequentially passing through gear shifting operator A1, sun gear the 5.1, the 3rd clutch C2, second clutch C1, gear ring 5.5, planet carrier 5.3, spur gear 5.7 and differential mechanism 6 eventually arrives at wheel on the other hand。That is, is there is branch after sun gear 5.1 in the power of electro-motor 2 output。Power in above-mentioned two energy path, after planet carrier 5.3 converges, eventually arrives at wheel via spur gear 5.7 and differential mechanism 6。Power is not had to transmit between electromotor 3 and planetary gearsets 5。Additionally, during vehicle regenerative braking, power arrives electro-motor 2 from wheel with reverse order。
As shown in Figure 10-1, only electro-motor 2 exports power；Sun gear 5.1, planet carrier 5.3 are identical with gear ring 5.5 rotating speed；And the torque T of electro-motor 2emResult in the torque T of planet carrier 5.3r。
Figure 11 to 11-2 illustrates torque and the rotating speed at the flowing in eCVT of power during combination drive I shelves and the sun gear 5.1 of planetary gearsets 5, planet carrier 5.3 and gear ring 5.5 place。Combination drive I shelves can adopt both concrete patterns, i.e. parallel drive pattern and power generation mode。Specifically, as shown in figure 11, when adopting combination drive I shelves, first clutch C0 engages, and second clutch C1 disengages, and the 3rd clutch C2 engages, and brake B1 engages and namely the right joint of gear shifting operator A1 is joined to electro-motor 2。Wherein, when adopting parallel drive pattern, electromotor 3 and electro-motor 2 all export power, and the power of the power of electromotor 3 output and electro-motor 2 output couples at planetary gearsets 5 place, wheel is eventually arrived at afterwards through spur gear 5.7 and differential mechanism 6, and wherein, when adopt power generation mode time, electromotor 3 exports power and electro-motor 2 is driven。
As shown in Figure 11-1, when adopting parallel drive pattern, reduce from sun gear 5.1 to planet carrier 5.3 rotating speed, and owing to brake B1 engages, the rotating speed of gear ring 5.5 is 0；And the torque T of the torque of sun gear 5.1 and electro-motor 2emTorque T with motor torque and gear ring 5.5iceJointly result in the torque T of planet carrier 5.3r。
When adopting power generation mode, a part of power in the power of electromotor 3 output eventually arrives at wheel through first clutch C0 and the three clutch C2, sun gear 5.1, planet carrier 5.3, spur gear 5.7 and differential mechanism 6, and another part power is through first clutch C0 and the three clutch C2, sun gear 5.1, the most Zhongdao electro-motor 2 of gear shifting operator A1。As shown in Figure 11-2, reduce from sun gear 5.1 to planet carrier 5.3 rotating speed, and owing to brake B1 engages, the rotating speed of gear ring 5.5 is 0；And the torque T of motor torque and sun gear 5.1iceResult in the generating torque T of electro-motor 2em-genTorque T with planet carrier 5.3rBoth。
Figure 12 to 12-2 illustrates torque and the rotating speed at the flowing in eCVT of power during combination drive II shelves and the sun gear 5.1 of planetary gearsets 5, planet carrier 5.3 and gear ring 5.5 place。Combination drive II shelves pattern can adopt parallel drive pattern and power generation mode。Specifically, as shown in figure 12, when adopting combination drive II shelves, first clutch C0, second clutch C1 and the three clutch C2 engage, and brake B1 disengages and namely the right joint of gear shifting operator A1 is joined to electro-motor 2。Wherein, when adopting parallel drive pattern, the power of electromotor 3 output and the power of electro-motor 2 output couple at planetary gearsets 5 place, wheel is eventually arrived at afterwards through spur gear 5.7 and differential mechanism 6, and wherein, when adopt power generation mode time, electromotor 3 exports power and electro-motor 2 is driven。
As shown in Figure 12-1, when adopting parallel drive, owing to brake B1 disengages, sun gear 5.1, planet carrier 5.3 are identical with gear ring 5.5 rotating speed；And the torque T of electromotoriceTorque T with electro-motor 2emJointly result in the torque T of planet carrier 5.3r。
When power generation mode, a part of power in the power of electromotor 3 output arrives sun gear 5.1 through first clutch C0 and the three clutch C2, thus directly drives planet carrier 5.3 on the one hand and drives electro-motor 2 through gear shifting operator A1 on the other hand。Another part power in the power of electromotor 3 output arrives gear ring 5.5 through first clutch C0 and second clutch C1 thus also driving planet carrier 5.3。Power after planet carrier 5.3 place couples eventually arrives at wheel through spur gear 5.7 and differential mechanism 6。As shown in fig. 12-2, owing to brake B1 disengages, sun gear 5.1, planet carrier 5.3 are identical with gear ring 5.5 rotating speed；And the torque T of electromotoriceResult in the generating torque T of electro-motor 2em-genTorque Tr with planet carrier 5.3。
Figure 13 to 13-2 illustrates torque and the rotating speed at the flowing in eCVT of power during combination drive eCVT pattern and the sun gear 5.1 of planetary gearsets 5, planet carrier 5.3 and gear ring 5.5 place。Combination drive eCVT pattern can adopt parallel drive pattern and POL transfer mode。Specifically, as shown in figure 13, when adopting combination drive eCVT pattern, first clutch C0 and second clutch C1 engages and the 3rd clutch C2 disengagement, and brake B1 disengages and namely the right joint of gear shifting operator A1 is joined to electro-motor 2。Wherein, when adopting parallel drive pattern, the power of electromotor 3 output and the power of electro-motor 2 output couple at planetary gearsets 5 place, eventually arrive at wheel through spur gear 5.7 and differential mechanism 6 afterwards。
As shown in Figure 13-1, when adopting parallel drive, owing to brake B1 disengages, reduce from sun gear 5.1, gear ring 5.5 to planet carrier 5.3 rotating speed；And the torque T of the torque of sun gear 5.1 and electro-motor 2emTorque T with motor torque and gear ring 5.5iceJointly result in the torque T of planet carrier 5.3r。
As shown in Figure 13-2, when adopting POL transfer mode, by regulating the torque T of electro-motor 2em, it is possible to realize the torque T to electromotoriceAdjustment so that electromotor runs at optimum operating condition or most efficient region, namely achieve the POL transfer of electromotor。Specifically, electromotor 3 and electro-motor 2 all export power；Reduce from gear ring 5.5 to planet carrier 5.3 rotating speed；And the torque T of the torque of sun gear 5.1 and electro-motor 2emTorque T with motor torque and gear ring 5.5iceJointly result in the torque T of planet carrier 5.3r。
Figure 14 illustrates power flowing in eCVT during parking generating。Specifically, as shown in figure 14, when adopting parking generating, first clutch C0 engages, and second clutch C1 disengages, and the 3rd clutch C2 engages, and namely brake B1 disengagement and the right joint of gear shifting operator A1 are joined to electro-motor 2。Thus, the power of electromotor 3 output sequentially passes through first clutch C0, the 3rd clutch C2, sun gear 5.1, gear shifting operator A1 eventually arrive at electro-motor 2 for generating electricity。
In parking power generation mode, the only torque T of motor torqueiceResult in the generating torque T of electro-motor 2em-gen。
Figure 15 illustrates situation when vehicle is in neutral gear。Specifically, as shown in figure 15, when vehicle is in neutral gear, first clutch C0 to the 3rd clutch C2 disengages, and brake B1 and gear shifting operator A1 mediate。Thus, it does not have any power is delivered to differential mechanism 6 or wheel, thus vehicle is in neutral gear。
Figure 16 illustrates situation during parking。Specifically, as shown in figure 16, when park lock, first clutch C0 to the 3rd clutch C2 disengages, and namely brake B1 joint and the left joint of gear shifting operator A1 are joined to the housing of electrically variable transmission, and thus, gear ring 5.5 and sun gear 5.1 are all locked。Not having any power to be delivered to differential mechanism 6, thus vehicle is parked locking。
Additionally, the present invention also provides for a kind of vehicle, described vehicle includes electrically variable transmission as above。Thus, described vehicle can reduce system cost and realize High-speed Electric more than 100kph and drive。
In accordance with the invention it is possible to realize following advantage:
1) being capable of pure electromotor to drive and pure motorized motions, pure electromotor drives can have 3 gears, and pure motorized motions can have 2 gears；
2) it is capable of the High-speed Electric higher than 100kph to drive such that it is able to meet the pure electrically driven (operated) requirement of high speed of plug-in hybrid vehicle and extended-range electric vehicle。
3) electromotor is driven and motorized motions two kinds driving, be capable of the transfer of gear shift power, the i.e. gear shift of power failure-free by handling planetary gear, clutch and brake。
4) simply use single electro-motor and single planetary gearsets, thus reduce system cost。
5) it is capable of the continuous stepless speed change under hybrid mode, and load point transfer is capable of for electromotor。Thus, electromotor can be maintained in high efficiency region and run。
6) when there is no external starter driver can, utilize Clutch Control to be capable of engine start。For the engine start during standing start and traveling, it is all easily realize。
7) in pure electromotor drives, electro-motor can be fully disconnected with variator, thus reducing total inertia of system。Further, in systems, it is possible to any adnexa is connected to electro-motor, and does not affect the operation of electromotor。
Use it is understood that the eCVT of the present invention is not limited on vehicle, and may apply to the aircraft that such as flies in atmosphere and in water the vehicles such as the boats and ships of navigation。
Specific embodiments of the invention have been described in detail with reference to the drawings above。It is anticipated, however, that when the spirit and scope of the present invention limited without departing from claims, it is possible to the present invention is made various changes and modifications。
Claims (10)
1. an electrically variable transmission, it is characterised in that including:
Electro-motor (2)；
It is connected to the first clutch (C0) of the outside of described electrically variable transmission；
Planetary gearsets (5), described planetary gearsets is arranged between described electro-motor (2) and described first clutch (C0), and includes sun gear (5.1), planet carrier (5.3) and gear ring (5.5)；
Second clutch (C1), described second clutch (C1) is arranged between described first clutch (C0) and described gear ring (5.5)；
3rd clutch (C2), described 3rd clutch (C2) is arranged between described first clutch (C0) and described sun gear (5.1)；
Brake (B1), described brake (B1) is fixedly attached to the housing of described electrically variable transmission, is used for locking or discharging described gear ring (5.5), and
Gear shifting operator (A1), described gear shifting operator (A1) is fixedly attached to described sun gear (5.1), and can be disconnected to be connected to described electro-motor (2) to export power from described electro-motor (2) or power is input to electro-motor (2)。
2. electrically variable transmission according to claim 1, wherein
Described electrically variable transmission includes single electro-motor (2)。
3. electrically variable transmission according to claim 1, wherein
Described gear shifting operator (A1) is single two sides claw clutch, one side of described two sides claw clutch can engage with the housing of described electrically variable transmission, and another side can engage with described electro-motor (2)。
4. the electrically variable transmission according to any one in claims 1 to 3, wherein
Described electrically variable transmission has two pure electric drive gears, and
In order to realize the first gear in the pure electric drive gear of said two, described first clutch (C0), described second clutch (C1) and described 3rd clutch (C2) all disengage, described brake (B1) engages and described gear shifting operator (A1) is joined to described electro-motor (2), and
In order to realize the second gear in the pure electric drive gear of said two, described first clutch (C0) disengages, described second clutch (C1) and described 3rd clutch (C2) engage, and described brake (B1) disengages and described gear shifting operator (A1) is joined to described electro-motor (2)。
5. the electrically variable transmission according to any one in claims 1 to 3, wherein
Described electrically variable transmission has three pure electromotors and drives gear, and
The first gear in gear is driven in order to realize described three pure electromotors, described first clutch (C0) engages, described second clutch (C1) disengages, described 3rd clutch (C2) engages, described brake (B1) engages and described gear shifting operator (A1) mediates
The second gear in gear is driven in order to realize described three pure electromotors, described first clutch (C0) and described second clutch (C1) engage, described 3rd clutch (C2) disengages, described brake (B1) disengagement and described gear shifting operator (A1) are joined to the housing of described electrically variable transmission, and
The third gear in gear is driven in order to realize described three pure electromotors, described first clutch (C0), described second clutch (C1) and described 3rd clutch (C2) engage, and described brake (B1) disengages and described gear shifting operator (A1) is centrally located。
6. the electrically variable transmission according to any one in claims 1 to 3, wherein
Described electrically variable transmission has electric stepless variable-speed pattern, and
In order to realize described electric stepless variable-speed pattern, described first clutch (C0) and described second clutch (C1) engage and described 3rd clutch (C2) disengagement, and described brake (B1) disengages and described gear shifting operator (A1) is joined to described electro-motor (2)。
7. the electrically variable transmission according to any one in claims 1 to 3, wherein
Described electrically variable transmission has two combination drive gears, and
In order to realize the first gear in said two combination drive gear, described first clutch (C0) engages, described second clutch (C1) disengages, described 3rd clutch (C2) engages, described brake (B1) engages and described gear shifting operator (A1) is joined to described electro-motor (2), and
In order to realize the second gear in said two combination drive gear, described first clutch (C0), described second clutch (C1) and described 3rd clutch (C2) all engage, and described brake (B1) disengages and described gear shifting operator (A1) is joined to described electro-motor (2)。
8. the electrically variable transmission according to any one in claims 1 to 3, wherein
Described electrically variable transmission has parking power generation mode, and
In order to realize described parking power generation mode, described first clutch (C0) engages, described second clutch (C1) disengages, described 3rd clutch (C2) engages, and described brake (B1) disengages and described gear shifting operator (A1) is joined to described electro-motor (2)。
9. the electrically variable transmission according to any one in claims 1 to 3, wherein
Described electrically variable transmission has park mode, and
In order to realize described park mode, described first clutch (C0), described second clutch (C1) and described 3rd clutch (C2) all disengage, and described brake (B1) joint and described gear shifting operator (A1) are joined to the housing of described electrically variable transmission。
10. a vehicle, described vehicle includes main power source and electrically variable transmission, described electrically variable transmission is arranged between described main power source and wheel, it is characterised in that described electrically variable transmission is the electrically variable transmission described in any one in aforementioned claim。
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201410707871.7A CN105697693A (en) | 2014-11-28 | 2014-11-28 | Electric continuously variable transmission and vehicle comprising same |
| PCT/CN2015/095648 WO2016082776A1 (en) | 2014-11-28 | 2015-11-26 | Electric continuously variable transmission (ecvt) and vehicle comprising same |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201410707871.7A CN105697693A (en) | 2014-11-28 | 2014-11-28 | Electric continuously variable transmission and vehicle comprising same |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN105697693A true CN105697693A (en) | 2016-06-22 |
Family
ID=56073630
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201410707871.7A Pending CN105697693A (en) | 2014-11-28 | 2014-11-28 | Electric continuously variable transmission and vehicle comprising same |
Country Status (2)
| Country | Link |
|---|---|
| CN (1) | CN105697693A (en) |
| WO (1) | WO2016082776A1 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109804180A (en) * | 2016-10-14 | 2019-05-24 | 舍弗勒技术股份两合公司 | Driving device for motor vehicles |
| CN109922980A (en) * | 2016-11-22 | 2019-06-21 | 舍弗勒技术股份两合公司 | Transmission assembly and driving device for hybrid vehicle |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113232502A (en) * | 2021-06-21 | 2021-08-10 | 上海爱跻企业管理咨询合伙企业(有限合伙) | Hybrid vehicle driving system and vehicle |
| CN113400919A (en) * | 2021-06-21 | 2021-09-17 | 上海爱跻企业管理咨询合伙企业(有限合伙) | Multi-mode power split hybrid electric vehicle driving system and vehicle |
Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6592484B1 (en) * | 1999-08-09 | 2003-07-15 | Gregory A. Schultz | Transmission gearbox for parallel hybrid electric vehicles |
| CN102303517A (en) * | 2011-06-23 | 2012-01-04 | 苏州安远新能源动力有限公司 | Extended range hybrid electric vehicle power system with modes switched by synchronizer |
| CN202186277U (en) * | 2010-02-27 | 2012-04-11 | 比亚迪股份有限公司 | Hybrid drive system and vehicle comprising same |
| CN102874089A (en) * | 2012-09-29 | 2013-01-16 | 天津市松正电动汽车技术股份有限公司 | Single-motor hybrid power driving system |
| CN103496317A (en) * | 2013-10-14 | 2014-01-08 | 中国汽车技术研究中心 | Automobile hybrid power device |
| CN103770627A (en) * | 2014-02-25 | 2014-05-07 | 中国汽车技术研究中心 | Novel vehicle hybrid-power driving device |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4799401A (en) * | 1987-09-18 | 1989-01-24 | General Electric Company | Extended range hydromechanical steering transmission |
| US8000865B2 (en) * | 2008-05-06 | 2011-08-16 | GM Global Technology Operations LLC | Method and apparatus for transitioning an electrically variable transmission |
| US8287427B2 (en) * | 2009-03-06 | 2012-10-16 | GM Global Technology Operations LLC | Multi-mode hybrid transmission and shift control method for a multi-mode hybrid transmission |
| US8550958B2 (en) * | 2009-03-31 | 2013-10-08 | GM Global Technology Operations LLC | Shift control method for a multi-mode hybrid transmission |
| JP5026496B2 (en) * | 2009-11-16 | 2012-09-12 | 株式会社日本自動車部品総合研究所 | In-vehicle power transmission device and in-vehicle power transmission control system |
-
2014
- 2014-11-28 CN CN201410707871.7A patent/CN105697693A/en active Pending
-
2015
- 2015-11-26 WO PCT/CN2015/095648 patent/WO2016082776A1/en active Application Filing
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6592484B1 (en) * | 1999-08-09 | 2003-07-15 | Gregory A. Schultz | Transmission gearbox for parallel hybrid electric vehicles |
| CN202186277U (en) * | 2010-02-27 | 2012-04-11 | 比亚迪股份有限公司 | Hybrid drive system and vehicle comprising same |
| CN102303517A (en) * | 2011-06-23 | 2012-01-04 | 苏州安远新能源动力有限公司 | Extended range hybrid electric vehicle power system with modes switched by synchronizer |
| CN102874089A (en) * | 2012-09-29 | 2013-01-16 | 天津市松正电动汽车技术股份有限公司 | Single-motor hybrid power driving system |
| CN103496317A (en) * | 2013-10-14 | 2014-01-08 | 中国汽车技术研究中心 | Automobile hybrid power device |
| CN103770627A (en) * | 2014-02-25 | 2014-05-07 | 中国汽车技术研究中心 | Novel vehicle hybrid-power driving device |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109804180A (en) * | 2016-10-14 | 2019-05-24 | 舍弗勒技术股份两合公司 | Driving device for motor vehicles |
| US11156280B2 (en) | 2016-10-14 | 2021-10-26 | Schaeffler Technologies AG & Co. KG | Drive device for a motor vehicle |
| CN109922980A (en) * | 2016-11-22 | 2019-06-21 | 舍弗勒技术股份两合公司 | Transmission assembly and driving device for hybrid vehicle |
| US11192442B2 (en) | 2016-11-22 | 2021-12-07 | Schaeffler Technologies AG & Co. KG | Transmission arrangement and drive device for a hybrid vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| WO2016082776A1 (en) | 2016-06-02 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US7942776B2 (en) | Two-mode electrically variable transmission | |
| CN101830163B (en) | Power train for hybrid vehicle | |
| KR101113576B1 (en) | Transmission for Hybrid Vehicle | |
| CN1898482B (en) | Two-mode, compound-split, hybrid electro-mechanical transmission having four fixed ratios | |
| CN101870257B (en) | Power train for hybrid vehicle | |
| US8660724B2 (en) | Drive system for a vehicle | |
| US20090082171A1 (en) | Output Split Electrically-Variable Transmission with Electric Propulsion Using One or Two Motors | |
| CN107654591B (en) | Multi-mode power-split hybrid transmission incorporating dual planetary gear sets | |
| EP3375650B1 (en) | Drive unit for hybrid vehicles | |
| WO2012074726A2 (en) | Reconfigurable hybrid gear train | |
| CN104859435B (en) | Multi-mode power train with direct-drive locking | |
| CN101535075A (en) | Hybrid power output system | |
| US8512189B2 (en) | Hybrid powertrain with compound-split EVT drive axle and electric drive axle | |
| CN110962571B (en) | Hybrid power driving system and vehicle | |
| CN108116218B (en) | Multi-gear series-parallel driving system based on planetary gear train | |
| WO2015064769A1 (en) | Drive unit for a hybrid vehicle | |
| CN106976388A (en) | The double mode hybrid transmissions of front drive vehicle | |
| KR100986564B1 (en) | power train of an hybrid electric vehicle and manipulating method thereof | |
| CN105465296A (en) | Electric continuously variable transmission | |
| CN105697693A (en) | Electric continuously variable transmission and vehicle comprising same | |
| CN111114278A (en) | Hybrid power driving system and vehicle | |
| CN107187309A (en) | The double mode hybrid transmissions of commercial car | |
| KR101509795B1 (en) | Power Train for Hybrid Vehicle | |
| CN111361412A (en) | Single-motor pure electric power system and vehicle | |
| CN108382183A (en) | Multimode power drive unit based on double planet wheel rows of mixing |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C06 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| RJ01 | Rejection of invention patent application after publication | ||
| RJ01 | Rejection of invention patent application after publication |
Application publication date: 20160622 |