CN106274443B - Double-synchronous clutch and planetary gear coupling double-motor power system - Google Patents

Double-synchronous clutch and planetary gear coupling double-motor power system Download PDF

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Publication number
CN106274443B
CN106274443B CN201610729127.6A CN201610729127A CN106274443B CN 106274443 B CN106274443 B CN 106274443B CN 201610729127 A CN201610729127 A CN 201610729127A CN 106274443 B CN106274443 B CN 106274443B
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China
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synchronizer
motor
planetary gear
double
clutch
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CN106274443A (en
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杨林
羌嘉曦
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Shanghai 01 Power Technology Co ltd
Shanghai Jiaotong University
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Shanghai 01 Power Technology Co ltd
Shanghai Jiaotong University
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/28—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the electric energy storing means, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission

Abstract

The invention provides a double-synchronous clutch and planetary gear coupling double-motor power system, wherein the double-synchronous clutch comprises an inner synchronizer and an outer synchronizer which are arranged radially inwards and outwards, a first spline hub of the outer synchronizer and a second spline hub of the inner synchronizer are mechanically connected into an integral structure, a spline hub is provided with a channel, a combining sleeve of the inner synchronizer is provided with an axial bulge and penetrates through the channel on the spline hub to be connected with a shifting fork ring groove of the inner synchronizer, an operating mechanism of the inner synchronizer is movably connected with the shifting fork ring groove of the inner synchronizer, an operating mechanism of the outer synchronizer is movably connected with a combining sleeve of the outer synchronizer, a combining gear ring of the inner synchronizer is connected with a first input/output end, a combining gear ring of the outer synchronizer is connected with a second input/output end, and the spline hub is connected with a third input/output end. The invention has stepless speed change function, etc., and is suitable for all-region and multi-purpose application.

Description

Double-synchronous clutch and planetary gear coupling double-motor power system
Technical Field
The invention relates to a double-synchronous clutch and a power system, in particular to a double-synchronous clutch and planetary gear coupling double-motor power system.
Background
New energy and electrification of automobile power have become important and hot points of global development. The existing electric automobile generally adopts a single-motor pure electric driving scheme. The motor operating point is strongly coupled with the vehicle operating point, so that the electric driving efficiency is difficult to optimize, and the one-time charging endurance mileage of the vehicle is shortened; because the torque of a single motor is increased to affect the system cost, some vehicles adopt a scheme for reducing the speed and increasing the torque of the motor at a large speed ratio, but the scheme has the energy loss and reliability risks caused by long-time high-speed running of the motor.
Compared with a series hybrid power driving system and a parallel hybrid power system, the series-parallel hybrid power system has great performance advantages. However, the existing series-parallel hybrid power systems, such as the most representative THS2 (second generation Toyota hybrid power system) hybrid power system of Toyota automobile company, and AHS2 (second generation advanced hybrid power system) system of general automobile company, have complex structure of power synthesis mechanism and high manufacturing cost. According to the prior art, a Chinese patent with publication number CN201021118Y, publication day 2008, publication day 02 and publication day 13 and patent name of "series-parallel hybrid electric vehicle" is found, and the technology mainly comprises an engine, wherein the engine is mechanically connected with a motor through a clutch, the motor is mechanically connected with a drive axle, in addition, the engine is mechanically connected with a generator, the engine is electrically connected with a storage battery through a power generation controller, and in addition, the motor is electrically connected with the storage battery through a drive controller, which has the following defects: the motor torque is required to be large, so that the system is large in size, heavy and high in cost, otherwise, the low-speed dynamics (in particular, hill start performance) of the whole vehicle is poor, and if a drive axle with a large reduction ratio is adopted to solve the problem, the highest speed of the vehicle is limited; the running speed of the motor corresponds to the running speed of the vehicle one by one, the motor is not adjustable, and the electric driving efficiency is difficult to optimize; in the running process of the vehicle, the speed regulation optimization control of the engine cannot be realized, and the potential of improving the system efficiency is limited; the driving torque is limited, so that the driving capability of the vehicle is insufficient, and the use requirements of different regions are difficult to meet, so that the system is mainly suitable for urban vehicles.
Disclosure of Invention
Aiming at the defects in the prior art, the invention aims to provide a double-synchronous clutch and planetary gear coupling double-motor power system which has the characteristics of better technical inheritance, whole vehicle dynamic property, fuel economy and low emission with the existing vehicles, has the characteristics of stepless speed change function and the like, has the characteristics of adapting to all-region and multi-purpose application requirements, solves the problems of insufficient driving force, insufficient hill start capability, large application limitation, large system volume, high cost, high energy consumption and the like of the existing similar technologies, and realizes the organic combination of high performance, low cost, strong adaptability and easy realization of large-scale industrialization.
According to one aspect of the invention, there is provided a double synchronizer clutch comprising an inner synchronizer and an outer synchronizer disposed radially inwardly and outwardly, a first spline hub of the outer synchronizer and a second spline hub of the inner synchronizer being mechanically connected as an integral structure, a spline hub having a passage provided thereon, a coupling sleeve of the inner synchronizer having an axial projection disposed thereon and passing through the passage provided thereon to be connected with a shift fork ring groove of the inner synchronizer, an operating mechanism of the inner synchronizer being movably connected with the shift fork ring groove of the inner synchronizer, an operating mechanism of the outer synchronizer being movably connected with the coupling sleeve of the outer synchronizer, a coupling ring gear of the inner synchronizer being connected with a first input/output end, a coupling ring gear of the outer synchronizer being connected with a second input/output end, and the spline hub being connected with a third input/output end.
Preferably, the inner synchronizer and/or the outer synchronizer of the double-synchronization clutch are normal pressure type synchronizers or inertial type synchronizers or booster type synchronizers, and the operating mechanism of the inner synchronizer and the operating mechanism of the outer synchronizer are independent or linked, and the two operating mechanisms are controlled manually or electrically or hydraulically or pneumatically.
The invention also provides a planetary gear coupling double-motor power system which is characterized by comprising a first motor, a first planetary gear train, a second motor, a second planetary gear train, a double-synchronous clutch, an energy storage device and a motor control device, wherein the first planetary gear train comprises a first annular gear, a first planet carrier and a first sun gear, the second planetary gear train comprises a second annular gear, a second planet carrier and a second sun gear, a rotor of the first motor is connected with the first annular gear of the first planetary gear train, a rotor of the second motor is respectively connected with the first sun gear of the first planetary gear train and the second sun gear of the second planetary gear train, the second annular gear of the second planetary gear train is connected with a shell body to keep fixed, a combined gear ring of an inner synchronizer of the double-synchronous clutch is connected with a planet carrier of the first planetary gear train, the combined gear ring of the outer synchronizer of the double-synchronous clutch is connected with the second planet carrier of the second planetary gear train and realizes that the first carrier of the first planetary gear train and the second carrier of the second planetary gear train is connected with a third power storage device of the double-synchronous motor/output end of the first planetary gear train, and the power control device is connected with the first input/output end of the second planetary motor and the power control device is connected with the first input/output end of the first motor and the power control device.
Preferably, the planetary gear coupling dual-motor power system further comprises an engine and a clutch, wherein the output end of a crankshaft of the engine is connected with the input end of the clutch, and the rotor of the first motor is further connected with the output end of the clutch.
Preferably, the planetary gear coupling dual-motor power system further comprises a brake locking device, one end of the brake locking device is connected with the sun gear of the first planetary gear train, and the other end of the brake locking device is connected with the shell.
Preferably, the crankshaft output end of the engine is provided with a starter motor which is connected with the crankshaft output end of the engine through a starting gear ring connected with the crankshaft output end and is used for starting the engine under specific conditions of system failure and low temperature.
Preferably, the planetary gear coupling double-motor power system is provided with a hybrid power system electric control unit, and is used for carrying out coordination control and whole vehicle control, energy management, regenerative braking or sliding, fault diagnosis, fault tolerance control, data management communication and calibration monitoring on the engine, the motor control device, the energy storage device, the clutch, the double-synchronous clutch and the brake locking device; the hybrid powertrain electronic control unit is provided independently or has its functions integrated into the system or other control device of the vehicle.
Preferably, the planetary gear coupling double-motor power system is provided with a pure electric driving unit, and is used for carrying out coordination control, whole vehicle control, energy management, regenerative braking or sliding, fault diagnosis, fault tolerance control, data management communication and calibration monitoring on the motor control device, the energy storage device, the double-synchronous clutch and the brake locking device; the electric drive control unit is provided independently or has its functions integrated into the system or other control means of the vehicle.
Preferably, the first planetary gear train and the second planetary gear train are single-row planetary gear trains with three power transmission ends, multi-row coupling planetary gear trains or planetary gear transmission compound devices comprising planetary gear trains and transmission chains; or the motor control device comprises a first motor drive control function and a second motor drive control function, and is of an integrated structure or a split type independent structure; or the energy storage device is a power storage battery, a super capacitor, a flywheel battery, a composite power supply of the power storage battery and the super capacitor or an energy storage power supply device provided with an external charging device.
Preferably, the energy storage device is a power storage battery, a super capacitor, a flywheel battery, a composite power supply of the power storage battery and the super capacitor or an energy storage power supply device provided with an external charging device.
Compared with the prior art, the invention has the following beneficial effects:
(1) The invention cancels the transmission, realizes stepless speed change, compact structure, easy modularized design, improves the carrying performance of the whole vehicle, improves the driving comfort and reduces the labor intensity of a driver.
(2) Under any vehicle speed, the double synchronous clutch is controlled to realize the power transmission between the rotor of the second motor and the planet carrier of the first planetary gear train, and the speed regulation control of the second motor can realize the rotation speed point of the engine and the first motor working at the optimal system efficiency, so that the stepless speed change control of the engine or the first motor is realized, and the efficiency of the system in hybrid driving and pure electric driving is obviously improved.
(3) The application range is wide. The invention skillfully realizes the functions of motor miniaturization, high speed, assembly miniaturization, stepless speed change, direct engine driving mode to realize limp home, and the like, reduces the driving torque requirement on the motor, greatly reduces the weight, the size and the cost of the system, and remarkably improves the efficiency, the power density and the fault tolerance of the motor by adopting the second planetary gear train to realize the speed reduction and torque increase of the second motor, the double-motor stepless speed change pure electric driving mode, the power transmission control of the planetary carrier of the second planetary gear train and the planetary carrier of the first planetary gear train and the speed reduction differential device, and the braking locking connection control of the sun gear of the first planetary gear device. The motor torque requirement can be reduced by more than 50% while the equivalent dynamic performance of the fuel vehicle is achieved, and the vehicle driving torque requirement can be met, so that the vehicle based on the system of the invention is applicable to different geographic environments and road conditions (such as urban roads, inter-urban road vehicles and expressways).
(4) The high-power high-torque requirement of the second motor is greatly reduced, and the development difficulty is reduced and the industrialization is easy to realize based on mature parts such as a gear shifting mechanism, a clutch, a transmission gear and the like of the existing vehicle and the working mode of the mature parts.
(5) High reliability and low cost. The controllable automatic clutch device is adopted, so that the frequency of clutch combination and separation is reduced, small slip or no slip combination of the clutch is realized, the abrasion and damage of the clutch are avoided to the greatest extent, and the maintenance cost is reduced. In addition, the series hybrid operation mode can be realized, the high-power operation requirement on the energy storage device is reduced, and the system cost and the maintenance cost are further reduced because the energy storage device is a component with higher failure rate and cost proportion in the hybrid power system and the pure electric drive system. By adopting the clutch, adverse effects of the transmission system on torsional vibration of the engine shafting are avoided, and adverse effects of heat dissipation of the engine on the first motor are also avoided. By arranging the starting motor, a standby starting way can be provided for the engine under the condition of low temperature and electric drive system fault, and the low-temperature use damage of the energy storage device can be avoided. Through stepless speed change, the motor rotating speed can be reduced, the motor efficiency is optimized, the reliability of the motor is improved, and the service life of the motor is prolonged.
(6) Hybrid power and pure electric drive are on the same platform. The electric drive system can be applied as a pure electric drive system, and is a hybrid power system after integrating an engine and a clutch. The hybrid power system can be conveniently changed into a novel serial and parallel stepless speed change hybrid power driving system, a plug-in multimode stepless speed change hybrid power driving system, a plug-in serial, a plug-in double-mode stepless speed change parallel hybrid power driving system and the like. As a pure electric power system, the stepless speed change function of the pure electric power system can obviously improve the pure electric drive efficiency and the vehicle dynamic property of pure electric drive.
(7) Compared with the internationally famous similar products, the energy-saving rate is higher, the cost performance is higher, the market competition advantage is better, and the industrialization realization is easier. The system has four driving modes of single-motor stepless speed change pure electric driving, double-motor stepless speed change pure electric driving, serial mixed driving and serial-parallel stepless speed change mixed driving, improves the driving efficiency and braking energy regeneration efficiency of the system through controlling the running rotational speed of the first motor and the running rotational speed of the second motor and distributing the torque, realizes all the running modes of a hybrid power system, realizes a multi-mode stepless speed change pure electric driving mode, can be suitable for various road conditions and different regions, has more flexible mode control compared with the prior art, and ensures that the power performance, the energy economy and the harmful emission of the hybrid power vehicle, the pure electric driving vehicle are comprehensively optimal and are obviously superior to those of a serial system, a parallel system, the prior mixed system and the prior single-motor or double-motor direct-drive pure electric driving system.
(8) The fuel saving rate of the hybrid power vehicle can reach more than 45%, the fuel saving rate can be respectively improved by 25% and 20% compared with a serial and parallel hybrid power system, the fuel saving rate can be improved by about 3-5% compared with the configuration of a planetary gear mechanism hybrid power system based on Toyota and universal automobile company in the United states, the power performance and the driving smoothness are obviously lower than those of the existing fuel vehicles and drivers, and the cost performance is higher than that of the existing technology by 30%. Because of the stepless speed change characteristic of the system, the hybrid power system can be used for urban vehicles in different regions, and has oil saving rate of more than 20% for long-distance transport vehicles.
Drawings
Other features, objects and advantages of the present invention will become more apparent upon reading of the detailed description of non-limiting embodiments, given with reference to the accompanying drawings in which:
fig. 1 is a schematic structural diagram of a double synchronizer clutch (double synchronizer clutch according to the first embodiment) of the present invention.
Fig. 2 is a schematic structural diagram of a planetary gear coupling dual-motor power system (a planetary gear coupling stepless speed change series-parallel hybrid power system with four modes in the second embodiment) of the invention.
Fig. 3 is a schematic diagram of external electrical connection of an electric control unit of a hybrid power system according to a second embodiment of the present invention.
Fig. 4 is a block diagram of an electronic control unit of a hybrid power system according to a second embodiment of the present invention.
Fig. 5 is a control flow chart of a hybrid system according to a second embodiment of the invention.
Fig. 6 is a schematic structural diagram of a planetary gear coupling dual-motor power system (a planetary gear coupling stepless speed change series-parallel hybrid power system with five modes in the third embodiment) of the invention.
Fig. 7 is a schematic diagram of a planetary gear coupling dual-motor power system (a dual-mode planetary gear coupling dual-motor power system according to the fourth embodiment) of the present invention.
Fig. 8 is a schematic diagram of a planetary gear coupling dual-motor power system (embodiment five, three-mode planetary gear coupling dual-motor power system) according to the present invention.
In fig. 5, SOC is the state of charge of the energy storage device, SOCeL is the lower limit of SOC of the electric power only driving, tbatL is the lower limit of operating temperature required by the energy storage system, torqH is the lower limit of vehicle torque required by the electric power only driving mode, vm1H is the upper limit of vehicle speed of the electric power only driving mode, SOCLL is the extremely low limit of SOC of the energy storage system, time_i is the duration of the current operation mode, time_min is the minimum Time interval of mode switching, and EFFe1, EFFe2, EFFs, EFFf are the system efficiencies estimated by the electric power only driving mode, the series driving mode, and the series-parallel driving mode, respectively.
Detailed Description
The present invention will be described in detail with reference to specific examples. The following examples will assist those skilled in the art in further understanding the present invention, but are not intended to limit the invention in any way. It should be noted that variations and modifications could be made by those skilled in the art without departing from the inventive concept. These are all within the scope of the present invention.
Example 1
As shown in fig. 1, a double synchronizer clutch 7 (embodiment one) of the present invention includes two sets of synchronizers (an inner synchronizer and an outer synchronizer) disposed radially inside and outside, a first spline hub 74 of the outer synchronizer, a second spline hub 77 of the inner synchronizer, a spline hub 79 of an integrated structure mechanically connected, a passage 75 disposed on the spline hub 79, a coupling sleeve 71 of the inner synchronizer disposed with an axial protrusion and passing through the passage 75 on the spline hub 79 to be connected with a shift fork ring groove 76 of the inner synchronizer, an operating mechanism 714 of the inner synchronizer movably connected with the shift fork ring groove 76 of the inner synchronizer, an operating mechanism 713 of the outer synchronizer movably connected with the coupling sleeve 73 of the outer synchronizer, a coupling ring gear 710 of the inner synchronizer connected with a first input/output port 712, a coupling ring gear 72 of the outer synchronizer connected with a second input/output port 711, and a spline hub 79 connected with a third input/output port 78.
Wherein, the inner synchronizer and the outer synchronizer of the double-synchronous clutch 7 are normal pressure type synchronizer or inertial type synchronizer or booster type synchronizer, the operating mechanism of the inner synchronizer and the operating mechanism of the outer synchronizer are independent, and the two operating mechanisms adopt manual or electric-liquid control or gas-electric control or full electric control or hydraulic control or pneumatic control.
The operation principle of the double synchronization clutch 7 of the first embodiment is as follows:
the outer synchronizer is operated by the outer synchronizer operating mechanism to move the outer synchronizer combining sleeve 73 towards the outer synchronizer combining gear ring 72, so that the outer synchronizer combining gear ring 72 is combined with the spline hub 79 and can perform bidirectional power transmission, and at the moment, the outer synchronizer is in a gear state;
the coupling sleeve 73 of the external synchronizer is moved to the direction of the spline hub 79 by the external synchronizer operating mechanism, so that the coupling gear ring 72 of the external synchronizer is separated from the spline hub 79 and power transmission in any direction cannot be performed, and at this time, the external synchronizer is in a neutral state;
the shift fork ring groove 76 of the inner synchronizer is moved to the direction of the combination gear ring 710 of the inner synchronizer through the inner synchronizer operating mechanism, so that the combination gear ring 710 of the inner synchronizer is combined with the spline hub 79 and can perform bidirectional power transmission, and at the moment, the inner synchronizer is in a gear state;
the inner synchronizer fork ring groove 76 is moved to the direction of the spline hub 79 by the inner synchronizer operating mechanism, so that the combined gear ring 710 of the inner synchronizer is separated from the spline hub 79 and power transmission in any direction cannot be performed, and at the moment, the inner synchronizer is in a neutral state;
since the coupling sleeve 71 of the inner synchronizer is spline-connected with its second spline hub 77 and the coupling sleeve 73 of the outer synchronizer is spline-connected with its first spline hub 74, the following applies: the rotating speeds of the inner synchronizer combining sleeve 71 and the outer synchronizer combining sleeve 73 and the spline hub 79 are the same, the operation control of the inner synchronizer shifting fork ring groove 76 and the outer synchronizer combining sleeve 73 are not interfered with each other, and the operation control can be performed at any time according to the requirements; when the inner synchronizer and the outer synchronizer are in the gear state, the spline hub 79, the combined gear ring 710 of the inner synchronizer and the combined gear ring 72 of the outer synchronizer are combined into a whole; when the inner synchronizer and the outer synchronizer are in the neutral state, the spline hub 79, the combined gear ring 710 of the inner synchronizer and the combined gear ring 72 of the outer synchronizer can all freely rotate; when only one of the inner and outer synchronizers is in the gear state, the spline hub 79 is only engaged with the engaged ring gear 710 of the inner synchronizer in the gear state.
Example two
As shown in fig. 2 and referring to fig. 1, the four-mode planetary gear coupling infinitely variable series-parallel hybrid system (embodiment two) of the present invention includes: the engine 1, the clutch 2, the first motor 3, the first planetary gear train 4, the second motor 5, the second planetary gear train 6, the double synchronous clutch 7, the reduction differential 8, the energy storage device 11 and the motor control device 12 in the embodiment, wherein the first planetary gear train comprises a first annular gear, a first planet carrier and a first sun gear, the second planetary gear train comprises a second annular gear, a second planet carrier and a second sun gear, the crankshaft output end of the engine 1 is connected with the input end of the clutch 2, the first rotor 31 of the first motor 3 is respectively connected with the output end of the clutch 2 and the first annular gear 41 of the first planetary gear train 4, the second rotor 51 of the second motor 5 is respectively connected with the first sun gear 43 of the first planetary gear train 4 and the second sun gear 63 of the second planetary gear train 6, the second ring gear 61 of the second planetary gear train 6 is connected with the housing to be kept stationary, the coupling ring gear 710 of the inner synchronizer of the double synchronizer clutch 7 is connected with the first carrier 42 of the first planetary gear train 4, the coupling ring gear 72 of the outer synchronizer is connected with the second carrier 62 of the second planetary gear train 6 and realizes power transmission control of the first carrier 42 of the first planetary gear train 4, the second carrier 62 of the second planetary gear train 6 to the spline hub 79 of the double synchronizer clutch 7, the spline hub 79 of the double synchronizer clutch 7 is connected with the input end of the reduction differential 8, the output end of the reduction differential 8 is connected with the two wheels 10 through the two half shafts 9, the input end of the motor control device 12 is connected with the energy storage device 11 and performs power transmission, and the output end of the motor control device 12 is respectively connected with the first motor 3, the second motor 5 is connected and outputs a control command.
Wherein, clutch 2 is the automatically controlled dry-type clutch. The first planetary gear set 4 and the second planetary gear set 6 are single-row planetary gear sets with three power transmission ends, multi-row coupling planetary gear sets or planetary gear transmission compound devices comprising planetary gear sets and transmission chains. The energy storage device 11 is a power storage battery, a super capacitor, a flywheel battery, a composite power supply of the power storage battery and the super capacitor or an energy storage power supply device provided with an external charging device. The crankshaft output of the engine 1 is provided with a starter motor 13 which is connected to the crankshaft output of the engine 1 via a starting ring gear connected to the crankshaft output and which enables starting of the engine 1 under specific conditions of system failure, low temperature, etc. The motor control device 12 includes a first motor driving control function and a second motor driving control function, and is of an integrated structure or a split type independent structure, and may further include other control functions such as DC/DC, electric steering, electric control air conditioner, etc. The four-mode planetary gear coupling stepless speed change series-parallel hybrid power system is provided with a hybrid power system electric control unit. Referring to fig. 3, the hybrid system electronic control unit is electrically connected with an ignition key switch, a 12V/24V auxiliary power supply, an accelerator pedal, a brake pedal, a gear shift lever, a vehicle speed sensor, the engine 1, the motor control device 12, the energy storage device 11, the clutch 2, the double-synchronous clutch 7, and accessory systems configured for the vehicle, such as DC/DC, a charger, an electric steering system, an electric air conditioning system, an ABS braking system, a motor thermal management system, etc., and is used for performing coordinated control and whole vehicle control, energy management, regenerative braking or sliding, fault diagnosis, fault tolerance control, data management communication, calibration monitoring on the engine, the motor control device, the energy storage device, the clutch, the double-synchronous clutch, the brake locking device. Referring to fig. 4, the hybrid power system electronic control unit includes circuits for power supply processing, signal input processing, diagnosis protection, communication interface, output signal processing amplification, operation and storage, etc., and software for performing coordinated control of the engine 1, the motor control device 12, the energy storage device 11, the clutch 2, the double-synchronous clutch 7, and overall vehicle control, energy management, regenerative braking or coasting, fault diagnosis, fault tolerance control, data management communication, calibration monitoring, etc., and is independently provided or integrated with its functions into the system or other control devices of the vehicle.
The working process and working principle of the embodiment are as follows:
(1) And (3) setting system parameters: the power of the engine 1 and the power of the first motor 3 are equal to or greater than the average power required by the running condition of the vehicle. The power of the second motor 5 is equal to or greater than the power required for the vehicle operating conditions. The peak torque of the first motor 3 is equal to or greater than the torque required to start the engine 1, and the peak torque x (1+the number of teeth of the ring gear 61 of the second planetary gear train 6/the number of teeth of the sun gear 63 thereof) of the second motor 5 is equal to or greater than the maximum torque required for the vehicle dynamics index. The power of the energy storage device 11 is equal to or greater than the maximum power of the first motor 3 and the maximum power of the second motor 5.
(2) Stepless speed regulation principle: the rotational speed of the ring gear 41 of the first planetary gear train 4 can be adjusted to any desired rotational speed by controlling the rotational speed of the second electric motor 5 at any vehicle speed (rotational speed corresponding to the input of any reduction differential 8) according to the rotational speed relation between the ring gear 41, the sun gear 43, and the carrier 42 of the first planetary gear train 4. When the clutch 2 is in the on state, the rotational speed of the ring gear 41 of the first planetary gear train 4 is the rotational speed of the engine 1. Therefore, under any vehicle speed, the stepless speed regulation can be realized on the engine 1 by controlling the rotation speed of the second motor 5, so that the engine 1 can run at the optimal rotation speed, and the optimization of fuel saving and emission reduction of the engine 1 is realized.
(3) Planetary gear coupling stepless speed change four-mode operation principle:
(31) The single motor pure electric mode is as follows: the engine 1 is controlled to be in a stop state, the clutch 2 is controlled to be in a separation state, the combining sleeve 73 of the outer synchronizer of the double-synchronous clutch 7 and the shifting ring groove 76 of the inner synchronizer are controlled, so that after the outer synchronizer of the double-synchronous clutch 7 is in a gear state and the inner synchronizer is in a neutral state, the planet carrier 42 of the first planetary gear train 4 is in a free idle state, and the second motor 5 transmits power between the second planetary gear train 6 and the input end of the speed reduction differential 8.
(32) The dual motor electric only mode is as follows: the engine 1 is controlled to be in a stop state, the clutch 2 is controlled to be in a separation state, the coupling sleeve 73 of the outer synchronizer of the double-synchronous clutch 7 and the shifting ring groove 76 of the inner synchronizer are controlled, after the outer synchronizer of the double-synchronous clutch 7 is in a neutral state and the inner synchronizer is in a gear state, the planet carrier 62 of the second planetary gear train 6 freely idles, and the planet carrier 42 of the first planetary gear train 4 is connected with the coupling ring 710 of the inner synchronizer of the double-synchronous clutch 7, so that the first motor 3 and the ring gear 41 of the first planetary gear train 4 perform power transmission, the second motor 5 and the sun gear 43 of the first planetary gear train 4 perform power transmission, and the planet carrier 42 of the planetary gear train 4 is coupled through the first planetary gear train 4 and then performs power transmission through the inner synchronizer of the double-synchronous clutch 7 and the input end of the reduction differential 8.
(33) The series hybrid drive mode is as follows: the control engine 1 is in an operating state, the control clutch 2 is in a combined state, the double synchronous clutch 7 is controlled to be in a state when the single-motor pure electric mode is achieved, the second motor 5 is controlled to be in an electric/power generation mode, and the first motor 3 is in power transmission with the crankshaft output end of the engine 1 through the clutch 2 and operates in the power generation mode. In this mode, there is no mechanical transmission between the engine and the wheels.
(34) The series-parallel hybrid driving mode is as follows: the engine 1 is controlled to be in an operating state, the clutch 2 is controlled to be in a combined state, the double synchronous clutch 7 is controlled to be in a state when in a double-motor pure electric mode, the engine 1, the first motor 3 and the gear ring 41 of the first planetary gear train 4 carry out power transmission, the second motor 5 and the sun gear 43 of the first planetary gear train 4 carry out power transmission and carry out stepless speed regulation on the engine 1, so that the engine 1, the first motor 3 and the second motor 5 operate at the optimal point of system energy consumption emission. According to the running states of the first motor 3 and the second motor 5, the sub-modes such as a single-motor parallel driving mode, a double-motor parallel driving mode, a series-parallel driving mode that one motor generates electricity and the other motor is electric can be further realized. In this mode, mechanical transmission is possible between the engine and the wheels.
(4) The first motor 3 and the second motor 5 respectively transmit electric energy with the motor control device 12 and the energy storage device 11 through circuits. The electrical energy required for the operation of the first electric machine 3 in an electric mode is supplied by the energy storage device 11, and the electrical energy generated during the operation in an electric mode is received by the energy storage device 11 and/or the second electric machine 5. The electric energy required for the operation of the second electric machine 5 in an electric mode is supplied by the energy storage device 11 and/or the first electric machine 3, and the electric energy generated in the operation of the electric power generation mode is also received by the energy storage device 11 and/or the second electric machine 3.
(5) In the power transmission chain among all power components such as the engine 1, the first motor 3, the second motor 5 and the like and the wheels 10, the transmission and the speed buffer of the existing internal combustion engine automobile are omitted, and the real stepless speed regulation can be realized. Namely, not only the continuously variable transmission is realized in the electric-only mode and the series drive, but also the continuously variable transmission to the engine 1 is realized in the series-parallel drive mode.
(6) The engine 1 can work in a stopping mode, an operating mode and the like, the first motor 3 can work in a stopping/idling mode, a power generation mode, an electric mode and the like, the second motor 5 can also work in a stopping/idling mode, a power generation mode, an electric mode and the like, the clutch 2 can work in a combining mode, a separating mode and the like, the double synchronous clutch 7 has three position states to select the planet carrier 62 of the second planetary gear train 6 or the planet carrier 42 of the first planetary gear train 4 to carry out power transmission with the speed reduction differential 8 or not carry out power transmission with the speed reduction differential 8. Referring to fig. 5, a control flow of the second embodiment is shown. The operation modes of the whole hybrid power system can be realized: the running mode of all hybrid power systems such as idle stop/quick start of an engine, stepless speed change single-motor pure electric drive, stepless speed change double-motor pure electric drive, stepless speed change serial drive, stepless speed change parallel drive, stepless speed change driving charging hybrid drive, regenerative braking energy feedback, stopping charging and the like.
Example III
As shown in fig. 6, the five-mode planetary gear coupling infinitely variable parallel hybrid system of the third embodiment is basically the same as that of the second embodiment, except that: in order to further realize the direct driving mode of the engine 1, the five-mode planetary gear coupling stepless speed change series-parallel hybrid power driving system of the third embodiment further comprises a brake locking device 14, wherein the brake locking device 14 is used for controlling the sun gear 43 of the first planetary gear train 4 to be locked and unlocked, one end of the brake locking device 14 is connected with the sun gear 43 of the planetary gear train 4, and the other end of the brake locking device is connected with the shell. The hybrid power system electric control unit provided in the third embodiment adds functions of hardware circuit, coordination control, fault diagnosis, etc. to the brake locking device 14 on the basis of the hybrid power system electric control unit of the second embodiment, and the hybrid power system electric control unit is independently provided or integrates the functions thereof into the system or other control devices of the vehicle.
The principle of implementation of the direct drive mode of the engine 1: when the first motor 3 or/and the second motor 5 or/and the motor control device 12 or/and the energy storage device 11 have faults or/and the single driving efficiency of the engine is the highest, an electric control unit arranged in the system controls the brake locking device 14 to be in a brake locking position, so that the first sun gear 43 of the first planetary gear train 4 is locked and fixed. The inner synchronizer of the double synchronizing clutch 7 is controlled to be in a gear state, the outer synchronizer is controlled to be in a neutral state, and the following power transmission paths can be realized according to the working principle of the planetary gear train: (1) The power transmission path when the clutch 2 is controlled at the engaged position is engine 1 Σ→clutch 2 Σ first motor 3 Σ first ring gear 41 and first carrier 42 of the first planetary gear train 4 Σ inner synchronizer Σ of the double synchronization clutch 7 Σ speed reduction differential 8 Σ wheels, thereby realizing the engine 1 direct drive mode; (2) The power transmission path when the clutch 2 is controlled in the disengaged position is the first motor 3≡ - →the first ring gear 41 and the first carrier 42 of the first planetary gear train 4+→the inner synchronizer of the double synchronizing clutch 7++→the reduction differential 8+→the wheels 10, thereby realizing the first motor 3 single drive mode.
Other component connections, working processes, system operation modes and basic control strategies are the same as those of the second embodiment, and are not described herein.
Example IV
As shown in fig. 7, the dual-mode planetary gear coupling dual-motor power system of the fourth embodiment is realized by canceling the connection between the engine 1, the clutch 2, and the clutch 2 and the first motor 3 in the second example. The two-motor pure electric mode has the advantages that the two-motor pure electric mode is adopted: (1) The second motor 5 is prevented from running at high speed for a long time, and the reliability of the system can be improved; (2) By the coupling and stepless speed change of the first planetary gear train 4, the optimization of the total efficiency of the operation of the first motor 3 and the second motor 5 can be achieved; (3) Due to the automatic switching of different states of the double synchronous clutch 7, the first motor 1 and the second motor 5 adopt smaller torque, and the dynamic property equivalent to that of a conventional vehicle can also be realized. In the fourth embodiment, compared with the electric control unit of the hybrid power system of the second embodiment, the electric connection, the hardware circuit and the software functions related to the engine 1 and the clutch 2 are omitted, so as to perform coordinated control and whole vehicle control, energy management, regenerative braking or sliding, fault diagnosis, fault tolerance control, data management communication, calibration monitoring, and the like on the motor control device 12, the energy storage device 11, and the double synchronous clutch 7.
Other component connections, working processes, system operation modes and basic control strategies are the same as those of the second embodiment, and are not described herein.
Example five
As shown in fig. 8, the three-mode planetary gear coupling dual-motor power system of the fifth embodiment is realized by canceling the connection between the engine 1 and the clutch 2 and between the clutch 2 and the first motor 3 in the third example. The electric motor has the advantages that the electric motor has a single-motor pure electric driving mode and a double-motor pure electric driving mode in the second embodiment, and also has a first motor 3 single-motor driving mode in the third embodiment, and the electric motor has the following beneficial effects: on the basis of the fourth embodiment, by implementing the first motor 3 alone driving mode, the fault tolerance of the system can be further improved, i.e., the vehicle can still be driven alone by the first motor 3 in the event of a failure of the second motor 5. In the fourth embodiment, compared with the electric control unit of the hybrid power system of the third embodiment, the electric connection, the hardware circuit and the software functions related to the engine 1 and the clutch 2 are omitted, and the electric control unit is used for performing coordinated control on the motor control device 12, the energy storage device 11, the double-synchronous clutch 7 and the brake locking device 14, and performing software such as vehicle control, energy management, regenerative braking or sliding, charging management, fault diagnosis, fault tolerance control, data management communication, calibration monitoring and the like.
Other component connections, working procedures, system operation modes and basic control strategies are the same as in the third embodiment, and are not described in detail herein.
The invention is applied to vehicles, has better technical inheritance with the existing vehicles, the whole vehicle dynamic property, the fuel economy and low emission, has the characteristics of stepless speed change function, series-parallel system function and the like, has the characteristics of adapting to all-region and multi-purpose application requirements, solves the problems that the prior similar technology has insufficient driving force, insufficient hill start capability, large application limitation, large system volume and high cost, can not realize stepless speed regulation of an engine and is difficult to realize batch industrialization due to difficult manufacture of electromechanical parts, and realizes the organic combination of high performance, low development cost, low system cost, strong adaptability and easy realization of large-scale industrialization. Compared with a single-motor or double-motor direct-drive pure electric vehicle, the electric energy consumption of the pure electric vehicle can be reduced by more than 10%. The fuel consumption of the hybrid electric vehicle can be reduced by more than 45 percent.
The foregoing describes specific embodiments of the present invention. It is to be understood that the invention is not limited to the particular embodiments described above, and that various changes and modifications may be made by one skilled in the art within the scope of the claims without affecting the spirit of the invention.

Claims (8)

1. The double-synchronization clutch is characterized by comprising an inner synchronizer and an outer synchronizer which are arranged radially inwards and outwards, wherein a first spline hub of the outer synchronizer and a second spline hub of the inner synchronizer are mechanically connected into an integral structure, a channel is arranged on the spline hub, an axial bulge is arranged on a combining sleeve of the inner synchronizer and penetrates through the channel on the spline hub to be connected with a shifting fork ring groove of the inner synchronizer, an operating mechanism of the inner synchronizer is movably connected with the shifting fork ring groove of the inner synchronizer, an operating mechanism of the outer synchronizer is movably connected with the combining sleeve of the outer synchronizer, a combining gear ring of the inner synchronizer is connected with a first input/output end, a combining gear ring of the outer synchronizer is connected with a second input/output end, and the spline hub is connected with a third output/input end;
the combination sleeve of the inner synchronizer is connected with the second spline hub through a spline, and the combination sleeve of the outer synchronizer is connected with the first spline hub through a spline;
when the inner synchronizer and the outer synchronizer are in a gear state, the spline hub, a combined gear ring (710) of the inner synchronizer and the combined gear ring of the outer synchronizer are combined into a whole; when the inner synchronizer and the outer synchronizer are in a neutral state, the spline hub, the combined gear ring of the inner synchronizer and the combined gear ring of the outer synchronizer are free to run; when only one of the inner and outer synchronizers is in the gear state, the spline hub is only engaged with the engaged ring gear of the inner synchronizer in the gear state.
2. The double synchronizer clutch according to claim 1, wherein the inner synchronizer and/or the outer synchronizer of the double synchronizer clutch are normal pressure type synchronizer or inertial type synchronizer or booster type synchronizer, and the operating mechanism of the inner synchronizer and the operating mechanism of the outer synchronizer are independent or linked, and the two operating mechanisms adopt manual or electro-hydraulic control or gas-electric control or full electric control or hydraulic control or pneumatic control.
3. The planetary gear coupling double-motor power system is characterized by comprising a first motor, a first planetary gear train, a second motor, a second planetary gear train, a double-synchronous clutch, an energy storage device and a motor control device, wherein the first planetary gear train comprises a first annular gear, a first planet carrier and a first sun gear, the second planetary gear train comprises a second annular gear, a second planet carrier and a second sun gear, a rotor of the first motor is connected with the first annular gear of the first planetary gear train, a rotor of the second motor is respectively connected with the first sun gear of the first planetary gear train and the second sun gear of the second planetary gear train, the second ring gear of the second planetary gear train is connected with a shell to be kept fixed, a combined ring gear of an inner synchronizer of the double-synchronous clutch is connected with a second planet carrier of the second planetary gear train and realizes that the first planet carrier and the second carrier of the outer synchronizer of the double-synchronous clutch are connected with a first planetary gear train, a second carrier of the second planetary gear train is connected with a third motor of the double-synchronous clutch, and an energy storage device is connected with a first power control device of the first motor and an output end of the double-synchronous clutch is connected with a first motor and an output control device of the first motor and an output device of the double-synchronous clutch respectively;
the planetary gear coupling double-motor power system further comprises an engine and a clutch, wherein the output end of a crankshaft of the engine is connected with the input end of the clutch, and the rotor of the first motor is also connected with the output end of the clutch;
the planetary gear coupling double-motor power system further comprises a braking locking device, one end of the braking locking device is connected with the sun gear of the first planetary gear train, and the other end of the braking locking device is connected with the shell.
4. A planetary gear coupled dual motor power system as claimed in claim 3, wherein the crankshaft output of the engine is provided with a starter motor connected to the crankshaft output of the engine via a starter ring gear connected to the crankshaft output and enabling starting of the engine under specific conditions of system failure and low temperature.
5. The planetary gear coupling dual-motor power system according to claim 3, wherein the planetary gear coupling dual-motor power system is provided with a hybrid power system electric control unit for performing coordinated control and vehicle control, energy management, regenerative braking or coasting, fault diagnosis, fault tolerance control, data management communication, calibration monitoring on the engine, the motor control device, the energy storage device, the clutch, the dual-synchronous clutch, and the brake locking device; the hybrid powertrain electronic control unit is provided independently or has its functions integrated into the system or other control device of the vehicle.
6. The planetary gear coupling dual-motor power system according to claim 5, wherein the planetary gear coupling dual-motor power system is provided with a pure electric driving control unit for performing coordinated control and whole vehicle control, energy management, regenerative braking or coasting, fault diagnosis, fault tolerance control, data management communication, calibration monitoring on the motor control device, the energy storage device, the dual-synchronous clutch and the brake locking device; the electric drive control unit is provided independently or has its functions integrated into the system or other control means of the vehicle.
7. The planetary gear coupled dual motor power system as claimed in claim 5, wherein the first planetary gear train and the second planetary gear train are each a single row planetary gear train having three power transmission ends, a multi-row coupled planetary gear train, or a planetary gear drive compound device including a planetary gear train and a drive train; or the motor control device comprises a first motor drive control function and a second motor drive control function, and is of an integrated structure or a split type independent structure; or the energy storage device is a power storage battery, a super capacitor, a flywheel battery, a composite power supply of the power storage battery and the super capacitor or an energy storage power supply device provided with an external charging device.
8. The planetary gear coupling dual-motor power system of claim 5, wherein the energy storage device is a power storage battery, a super capacitor, a flywheel battery, a composite power supply of the power storage battery and the super capacitor or an energy storage power supply device provided with an external charging device.
CN201610729127.6A 2016-08-25 2016-08-25 Double-synchronous clutch and planetary gear coupling double-motor power system Active CN106274443B (en)

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