CN106864248B - Hybrid power drive assembly and be equipped with car of this assembly - Google Patents
Hybrid power drive assembly and be equipped with car of this assembly Download PDFInfo
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- CN106864248B CN106864248B CN201710153606.2A CN201710153606A CN106864248B CN 106864248 B CN106864248 B CN 106864248B CN 201710153606 A CN201710153606 A CN 201710153606A CN 106864248 B CN106864248 B CN 106864248B
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- 230000007246 mechanism Effects 0.000 claims abstract description 96
- 230000008878 coupling Effects 0.000 claims abstract description 32
- 238000010168 coupling process Methods 0.000 claims abstract description 32
- 238000005859 coupling reaction Methods 0.000 claims abstract description 32
- 230000008859 change Effects 0.000 claims abstract description 26
- 230000001965 increasing effect Effects 0.000 claims abstract description 11
- 230000005540 biological transmission Effects 0.000 claims description 32
- 230000001133 acceleration Effects 0.000 abstract description 14
- 230000009194 climbing Effects 0.000 abstract description 12
- 230000009467 reduction Effects 0.000 description 24
- 239000000446 fuel Substances 0.000 description 7
- 230000005611 electricity Effects 0.000 description 5
- 238000010586 diagram Methods 0.000 description 4
- 230000002349 favourable effect Effects 0.000 description 3
- 238000000926 separation method Methods 0.000 description 3
- 230000009471 action Effects 0.000 description 2
- 230000004323 axial length Effects 0.000 description 2
- 238000002485 combustion reaction Methods 0.000 description 2
- 239000000203 mixture Substances 0.000 description 2
- 239000002699 waste material Substances 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000001816 cooling Methods 0.000 description 1
- 238000004134 energy conservation Methods 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 238000005461 lubrication Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
Classifications
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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
- B60K6/36—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
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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
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
- B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Hybrid Electric Vehicles (AREA)
- Structure Of Transmissions (AREA)
Abstract
The embodiment of the invention relates to the technical field of hybrid power driving, and provides a hybrid power driving assembly and an automobile with the same. Wherein the hybrid drive assembly includes: an engine, a second motor and a hybrid gearbox; the hybrid power gearbox comprises a first motor, a first planetary mechanism connected with the engine and the first motor, a primary driving gear, a two-gear speed change mechanism connected with a second motor and the primary driving gear, and a coupling clutch connected with a rotor of the first motor and the two-gear speed change mechanism, wherein the first planetary mechanism forms a speed increasing mechanism. According to the hybrid power driving assembly and the automobile provided with the same, the first planetary mechanism is adopted, so that the minimum speed ratio of the engine output can be reduced while the climbing performance and the starting acceleration performance are ensured, the efficiency of the engine and the driving motor is effectively improved, and the overall economy is improved; meanwhile, an integrated structure is adopted, so that the whole structure is compact, and the cabin arrangement is facilitated.
Description
Technical Field
The embodiment of the invention relates to the technical field of hybrid power driving, in particular to a hybrid power driving assembly and an automobile provided with the same.
Background
Hybrid vehicles refer to vehicles having at least two power sources that are capable of operating simultaneously. The most common is a hybrid electric vehicle, i.e., a vehicle that uses a conventional internal combustion engine and electric motor as power sources. Compared with the traditional automobile which is driven by the internal combustion engine, the fuel consumption and the emission level of the hybrid electric vehicle are greatly improved, and the method has great significance for environmental protection and energy conservation.
Currently, some hybrid vehicles drive the vehicle by using a two speed transmission or a single reduction gear set for speed reduction and torque increase. Such a driving system of a vehicle has a problem in that, although the structure is compact, it has: to ensure the starting acceleration performance and climbing performance of the vehicle, the maximum output speed ratio of the system is set at a larger value; the ratio of the maximum speed ratio to the minimum speed ratio of the system output cannot be too large because of the small gear number, and the gear shifting difficulty is caused by the too large ratio, so that the gear shifting quality is reduced; if the ratio is not too large, the minimum ratio of the system output is required to be large, so that the working efficiency of the engine is low and the economy is poor. It can be seen that the driving system using the two-speed transmission or the single-stage reduction gear set has the problem that it is difficult to simultaneously consider the starting acceleration performance, the climbing performance and the overall economy of the vehicle.
Disclosure of Invention
First, the technical problem to be solved
An object of an embodiment of the present invention is to provide a hybrid power drive assembly, so as to solve the problem that it is difficult to simultaneously consider starting acceleration performance, climbing performance and overall economy of a vehicle in the prior art.
It is another object of an embodiment of the present invention to provide an automobile.
(II) technical scheme
To overcome or at least partially solve the above-described problems, embodiments of the present invention provide a hybrid drive assembly including: an engine, a second motor and a hybrid gearbox; the hybrid gearbox comprises a first planetary mechanism, a first motor, a coupling clutch, a two-gear speed change mechanism and a primary driving gear. The engine is connected with the first motor through the first planetary mechanism, and the first planetary mechanism forms a speed increasing mechanism; the driving end of the coupling clutch is connected with the rotor of the first motor, and the driven end of the coupling clutch is connected with the two-gear speed change mechanism; the two-gear speed change mechanism is connected with the second motor and the primary driving gear.
The first planetary mechanism comprises a first planet carrier, a first sun gear, a first annular gear and a first planet wheel arranged on the first planet carrier. The first planet carrier is connected with the engine, the first sun gear is fixedly arranged on the hybrid transmission shell, and the first annular gear is connected with the rotor of the first motor.
Wherein, two keep off speed change mechanism includes: the second planetary mechanism, the first-gear brake and the second-gear clutch; the second planetary mechanism comprises a second planet carrier, a second sun gear, a second annular gear and a second planet gear arranged on the second planet carrier. The second sun gear is connected with the rotor of the second motor and is connected with the driven end of the coupling clutch, and the second inner gear ring is connected with the primary driving gear. The first-gear brake is fixedly arranged on a shell of the hybrid power gearbox and selectively brakes the second planet carrier. The driving end of the second gear clutch is connected with the second sun gear, and the driven end of the second gear clutch is connected with the second annular gear.
Wherein the second gear clutch is arranged inside the rotor of the second motor.
Further, the hybrid drive assembly further includes: an intermediate shaft assembly and a differential assembly; the intermediate shaft assembly at least comprises a primary driven gear and a secondary driving gear, and the differential assembly at least comprises a secondary driven gear. The primary driven gear is meshed with the primary driving gear, and the secondary driving gear is connected with the primary driven gear and meshed with the secondary driven gear.
Further, the hybrid drive assembly also includes a hydraulic valve block assembly for controlling the disengagement and engagement of the coupling clutch, the first gear brake, and the second gear clutch.
Further, the hydraulic valve block assembly further comprises an electric oil pump assembly.
Wherein the first electric machine and/or the second electric machine is arranged inside a housing of the hybrid gearbox.
Wherein the first planetary mechanism and/or the coupling clutch are arranged inside a rotor of the first electric machine.
The embodiment of the invention also provides an automobile comprising the hybrid power driving assembly.
(III) beneficial effects
According to the hybrid power driving assembly and the automobile provided with the same, the first planetary mechanism is adopted, so that the minimum speed ratio of the engine output can be reduced, the ratio of the maximum speed ratio to the minimum speed ratio of the engine output can be increased, the starting acceleration performance and the climbing performance of the automobile are both considered, more engines can work in a high-efficiency area, and the overall economy is improved.
Drawings
FIG. 1 is a schematic diagram of a hybrid drive assembly according to an embodiment of the present invention;
fig. 2 is a schematic structural diagram of a first planetary mechanism according to an embodiment of the invention.
In the figure: 1 is an engine; 2 is a first planetary mechanism; 21 is a first sun gear; 22 is a first planet; 23 is a first planet carrier; 24 is a first ring gear; 3 is a first motor; 4 is a coupling clutch; 5 is a two-gear speed change mechanism; 51 is a second sun gear; 52 is a second planet carrier; 53 is a first gear brake; 54 is a second ring gear; 55 is a second planet; 56 is a second gear clutch; 6 is a primary driving gear; 7 is a second motor; 8 is an intermediate shaft assembly; 81 is a primary driven gear; 82 is a secondary drive gear; 9 is a differential assembly; 10 is a hydraulic valve block assembly; 11 is an electric oil pump assembly.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments of the present invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
Referring to fig. 1, a schematic structural diagram of a hybrid driving assembly according to an embodiment of the invention includes: an engine 1, a second electric machine 7 and a hybrid gearbox. The hybrid transmission includes a first planetary mechanism 2, a first electric machine 3, a coupling clutch 4, a two-speed transmission mechanism 5, and a primary drive gear 6. Wherein, the engine 1 is connected with the first motor 3 through the first planetary mechanism 2, and the first planetary mechanism 2 forms a speed increasing mechanism; the driving end of the coupling clutch 4 is connected with the rotor of the first motor 3, and the driven end of the coupling clutch 4 is connected with the two-gear speed change mechanism 5; the two-gear speed change mechanism 5 is connected with a second motor 7 and a primary driving gear 6.
Specifically, the engine 1 and the second motor 7 serve as power sources to supply driving force to the system. The rotor of the second motor 7 is connected with the two-gear speed change mechanism 5, and the speed is transmitted to the two-gear speed change mechanism 5, is changed in speed by the two-gear speed change mechanism 5 and then is output by the primary driving gear 6 for driving the vehicle. The first planetary mechanism 2 constitutes a speed increasing mechanism, and the speed of the engine 1 is increased by the first planetary mechanism 2 and then transmitted to the first motor 3. By controlling the disengagement and engagement of the drive end and the driven end of the coupling clutch 4, the removal or input of the driving force of the engine 1 to drive the vehicle is controlled.
When the driving force of the second motor 7 is insufficient, the engine is controlled to be started and the driving end and the driven end of the coupling clutch 4 are engaged, the driving force is transmitted to the two-gear speed change mechanism 5 by the first motor 3, and the driving force is output through the primary driving gear 6 after being changed in speed by the two-gear speed change mechanism 5 for driving the vehicle. At this time, the engine is in a low-speed state and the first motor 3 is in a high-speed state. When the battery is in shortage and needs to be charged, the engine is controlled to be started, the driving end and the driven end of the coupling clutch 4 are separated, and the engine 1 drives the first motor 3 to run at a high speed to generate electricity under the acceleration action of the first planetary mechanism 2.
Therefore, when the engine is put into use, the efficiency of the motor is high at a higher rotating speed according to the characteristics of the motor and the engine, and the efficiency of the engine is high at a lower rotating speed. At the time of charging, the first planetary mechanism 2 transmits the driving force to the first motor 3 after accelerating the engine 1, even if the engine 1 is operated in a low speed state and the first motor 3 is operated in a high speed state, the engine 1 and the first motor 3 can be simultaneously in a high efficiency section.
The hybrid power driving assembly provided by the embodiment accelerates the engine 1 by arranging the first planetary mechanism 2, so that the engine 1 can be always in a high-efficiency running state under various working conditions when the engine is put into operation under the condition that the driving force of a vehicle is not influenced, and the overall economy is improved.
On the basis of the above-described embodiment, in order to shorten the axial length of the assembly, to make the structure compact, the first electric machine 3 and/or the second electric machine 7 are arranged inside the housing of the hybrid gearbox. Likewise, the first planetary mechanism 2 and/or the coupling clutch 4 are arranged inside the rotor of the first electric machine 3.
According to the embodiment, the internal space of the hybrid power gearbox and the internal space of the motor are fully utilized, the axial length of the assembly can be effectively shortened, the structural size is reduced, the whole structure is compact, and the cabin arrangement is facilitated.
According to the above embodiment, as shown in fig. 2, a schematic structural diagram of the first planetary mechanism 2 of the present embodiment includes a first sun gear 21, a first carrier 23, a first ring gear 24, and a first planet gear 22 mounted on the first carrier 23. Wherein the first planet carrier 23 is connected with the engine 1, the first sun gear 21 is fixedly arranged on the shell of the hybrid gearbox, and the first annular gear 24 is connected with the rotor of the first motor 3.
Specifically, the first sun gear 21 is fixed to the housing of the hybrid transmission, and the rotational speed is zero; the first planet carrier 23 is connected to the output of the engine 1 at a speed consistent with the speed of the engine 1; the first ring gear 24 is fixedly connected to the rotor of the first motor 3 at a speed consistent with the speed of the first motor 3. Based on this connection, the rotation speed ratio of the engine 1 to the first motor 3 is equal to the rotation speed ratio of the first carrier 23 to the first ring gear 24.
The characteristic equation can be obtained by the motion law of the planetary gear mechanism:
n T1 +a 1 n Q1 -(1+a 1 )n J1 ＝0；
wherein n is T1 For the rotational speed of the first sun gear 21, n Q1 For the rotational speed of the first gear rim 24, n J1 For the rotational speed, a, of the first planet carrier 23 1 Is the gear ratio of the first ring gear 24 to the first sun gear 21.
First sun gear 21 is fixed, then n T1 The value of (2) is zero, so that the above-mentioned ratio of rotation of the engine 1 to the second motor 3 is equal to the ratio of rotation of the first carrier 23 to the first ring gear 24, which is:
wherein n is Q1 For the rotational speed of the first gear rim 24, n J1 For the rotational speed, a, of the first planet carrier 23 1 Is the gear ratio of the first ring gear 24 to the first sun gear 21.
In the hybrid drive assembly provided in the present embodiment, the driving force of the engine 1 is input from the first carrier 23 of the first planetary mechanism 2 and output from the first ring gear 24, so that the speed increasing action of the engine 1 can be achieved. It can be seen that the first planetary mechanism 2 acts to accelerate the engine 1.
According to the above embodiment, the two-speed shift mechanism 5 includes: a second planetary mechanism, a first-gear brake 53, and a second-gear clutch 56. Wherein the second planetary mechanism comprises a second sun gear 51, a second planet carrier 52, a second ring gear 54 and second planet gears 55 mounted on the second planet carrier. The second sun gear 51 is connected with the rotor of the second motor 7, the second sun gear 51 is connected with the driven end of the coupling clutch 4, and the second annular gear 54 is connected with the primary driving gear 6. A first gear brake 53 is fixedly mounted to the housing of the hybrid transmission and selectively brakes the second carrier 52. The drive end of the second gear clutch 56 is connected to the second sun gear 51, and the driven end is connected to the second ring gear 54.
In order to shorten the axial dimension of the hybrid transmission, the space is fully utilized, and the second clutch 56 is disposed inside the rotor of the second electric motor 7.
Specifically, the driving end of the coupling clutch 4 is connected with the first motor 3, the driven end is connected with the second sun gear 51, the second sun gear 51 is simultaneously connected with the rotor of the second motor 7, and the coupling clutch is an input end of the hybrid gearbox. The primary driving gear 6 is fixedly connected to the second ring gear 54 to form an output end of the hybrid gearbox.
The first-gear brake 53 is fixedly mounted on the housing of the hybrid transmission, and is selectively connected to the second carrier 52 in a controllable connection relationship. The second gear clutch 56 is arranged inside the rotor of the second electric machine 7, and the driving end is connected to the second sun gear 51, and the driven end is connected to the second ring gear 54.
The motion characteristic equation of the second planetary mechanism is:
n T2 -a 2 n Q2 +(a 2 -1)n J2 ＝0；
wherein n is T2 N is the rotation speed of the second sun gear 51 Q2 For the rotation speed of the second gear ring 54, n J2 A is the rotation speed of the second planet carrier 53 2 Is the gear ratio of the second ring gear 54 to the second sun gear 51.
The first-gear brake 53 is controlled to be engaged, the second carrier 52 is fixed, and the speed value of the second carrier 52 is zero. At the same time, the second gear clutch 56 is disengaged, and the driving force of the engine 1 or the second motor 7 is input from the second sun gear 51, output from the second ring gear 54, and finally output via the primary drive gear 6 connected thereto. At this time, the two-speed transmission mechanism 5 is in a first-speed state. If the number of teeth of the second ring gear 54 is Z r2 The number of teeth of the second sun gear 51 is Z s2 The first gear ratio of the two-gear speed change mechanism 5 can be obtained according to the motion characteristic equation of the second planetary mechanism：
Wherein n is T2 N is the rotation speed of the second sun gear 51 Q2 A is the rotation speed of the second gear ring 54 2 Is the gear ratio of the second ring gear 54 to the second sun gear 51.
I.e. the first gear ratio of the two-speed transmission mechanism 5 is the gear ratio of the second ring gear 54 to the second sun gear 51.
When the first-gear brake 53 is controlled to be off and the second-gear clutch 56 is controlled to be on, the second sun gear 51 and the second ring gear 54 are connected together, and the two-gear transmission mechanism 5 is in the second-gear state. According to the characteristics of the planetary mechanism, the input rotation speed is the same as the output rotation speed at this time, namely, the two-gear speed ratio of the two-gear speed change mechanism 5 is: i.e 2 ＝1。
The hybrid power driving assembly of the embodiment adopts a two-gear speed change mechanism, can shift and regulate the speed of the vehicle, and reduces the requirements on the power and the torque of a driving motor; at the same time, the second clutch 56 is arranged inside the rotor of the second electric machine 7, so that the structural size is further reduced.
Further, in accordance with the above embodiment, the hybrid drive assembly further includes: a countershaft assembly 8 and a differential assembly 9; wherein the intermediate shaft assembly 8 comprises at least a primary driven gear 81 and a secondary driving gear 82, and the differential assembly 9 comprises at least a secondary driven gear; the primary driven gear 81 is meshed with the primary driving gear 6, and the secondary driving gear 82 is coaxially connected with the primary driven gear 81 and meshed with the secondary driven gear.
Specifically, the intermediate shaft assembly 8 and the differential assembly 9 are added on the basis of the above-described embodiment. The intermediate shaft assembly 8 comprises a primary driven gear 81 meshed with the primary driving gear 6, and the primary driven gear 81 is connected with a secondary driving gear 82 through an intermediate connecting link. The differential assembly 9 includes a secondary driven gear that meshes with a secondary drive gear 82.
The power of the engine 1 or the second motor 7 is output by the primary driving gear 6, then is transmitted to the primary driven gear 81, and is transmitted to the secondary driving gear 82 through an intermediate connection link; the secondary driving gear 82 drives a secondary driven gear engaged therewith, transmitting power to the wheels via the differential assembly 9, resulting in a two-stage reduction, i.e., a primary reduction.
The reduction ratios of the two-stage reduction are respectively as follows: the gear ratio of the primary driven gear 81 to the primary driving gear 6, the gear ratio of the secondary driven gear contained in the differential assembly 9 to the secondary driving gear 82, the product of the two is the final reduction ratio i 0 . Thus, the first electric machine 3 and the second electric machine 7 are i in the first gear of the differential assembly 9 0 i 1 I is the second gear 0 i 2 . The speed ratio from the engine 1 to the differential assembly 9 is i when the gear is at first gear 0 i 1 i p I is the second gear 0 i 2 i p 。
During climbing, starting and low-speed running, the two-gear speed change mechanism 5 is in a first gear, and the speed reduction ratio of the torque of the second motor 7 or the combined torque of the engine 1 and the second motor 7 transmitted to the differential mechanism assembly 9 is i max ＝i 0 i 1 . According to the automobile theory, the larger the numerical value is, the better the climbing performance and the starting acceleration performance of the automobile are. When the vehicle speed is high, the engine driving mode is generally adopted, the two-gear speed change mechanism 5 is in a second gear, and the reduction ratio of the engine 1 is i min ＝i 0 i 2 i p . According to automobile theory, the smaller the value, the more favorable the fuel economy of the engine.
It can be seen that the maximum reduction ratio i of the drive system output max With minimum reduction ratio i min Ratio i of (2) max /i min The larger the vehicle is, the more favorable the improvement of the climbing performance and the starting acceleration performance of the vehicle is at the same time of taking the fuel economy of the engine into consideration. Using a common two-speed transmission, i max /i min The values are:
wherein i is max For maximum reduction ratio of the drive system, i min For driving the systemMinimum speed ratio, i 0 I is the main reduction ratio of the driving system 1 I is the first gear reduction ratio of the second gear transmission 2 Is the second-gear reduction ratio of the second-gear transmission.
If the vehicle adopting the common two-gear transmission needs to be compatible with good starting acceleration performance, climbing performance and fuel economy of the engine, i 1 /i 2 The value should be maintained at a larger value. However, i 1 /i 2 Excessive values can cause gear shifting difficulties and reduce gear shifting quality.
The present embodiment adds the first planetary mechanism 2, i on the basis of the two-speed transmission mechanism 5 max /i min The calculation mode of the value is as follows:
wherein i is max For maximum reduction ratio of the drive system, i min For minimum speed ratio of the drive system, i 0 I is the main reduction ratio of the driving system 1 I is the first gear reduction ratio of the second gear transmission 2 Two-gear reduction ratio i of two-gear transmission p Is the reduction ratio of the first planetary mechanism 1.
By adjusting the final reduction ratio i 0 Value i can be calculated max ＝i 0 i 1 The vehicle has better climbing performance and starting acceleration performance by being arranged at a larger value. On the other hand through i p The value can be selected without affecting the main reduction ratio i 0 I is reduced in the case of (2) min ＝i 0 i 2 i p Value, thereby improving the fuel economy of the engine. It can be seen that the introduction of the first planetary mechanism 2 causes i max /i min Compared with the common two-gear transmission, the value is increased, and the purposes of taking good starting acceleration performance, climbing performance and fuel economy of the engine into consideration are achieved.
The present embodiment adds the intermediate shaft assembly 8 and the differential mechanism assembly 9 on the basis of the above embodiment to form two-stage deceleration, namely, main deceleration. By setting a desired final reduction ratio i 0 The value and the value of the first planetary mechanism 2 can be compatibleVehicle launch acceleration performance, hill climbing performance, and engine fuel economy.
Further, on the basis of the above embodiment, the hybrid drive assembly further includes a hydraulic valve block assembly 10, wherein the hydraulic valve block assembly 10 is used to control the disengagement and engagement of the coupling clutch 4, the first-gear brake 53 and the second-gear clutch 56.
Specifically, under the corresponding working conditions, the corresponding valves included in the hydraulic valve block assembly 10 act to control the drive end and the driven end of the separation or engagement coupling clutch 4 and the second-gear clutch 56, thereby cutting off or connecting the driving force transmission paths of the engine 1 and the second motor 7; the engagement and disengagement of the first-gear brake 53 can also be controlled to perform shift control.
The hydraulic valve block assembly 10 is added in the embodiment, so that the separation and the connection of a clutch and a brake in the driving assembly can be flexibly controlled, and the driving structure composition under different working conditions can be adjusted.
Further, the hydraulic valve block assembly 10 further includes the electric oil pump assembly 11 on the basis of the above-described embodiment.
Specifically, the electric oil pump assembly 11 outputs power to drive the hydraulic valve block assembly 10, so that corresponding valves in the hydraulic valve block assembly 10 act, and different driving structure compositions are controlled and adjusted. The electric oil pump assembly 11 includes a cooling mechanism and a lubrication mechanism, and can cool and lubricate the components of the vehicle.
The electric oil pump assembly 11 used in the present embodiment can provide power for the hydraulic valve block assembly 10, and can cool and lubricate various parts of the vehicle.
As a whole, with the above-described embodiment, the engine 1 and the second motor 7 serve as power sources to supply driving force to the system. The speed of the engine 1 is increased by the first planetary mechanism 2 and then transmitted to the first motor 3. By controlling the separation and engagement of the drive end and the driven end of the coupling clutch 4, the drive force to the engine 1 is controlled to be removed or put in, thereby realizing the following several drive modes:
(1) Purely electric drive mode: the engine 1 is not in operation, and the coupling clutch 4 is disconnected; the speed output by the second motor 7 is input to the two-speed transmission 5, is output by the primary driving gear 6 after being changed by the two-speed transmission 5, and is transmitted to the differential assembly 9 through the intermediate shaft assembly 8 to drive the vehicle. Compared with the traditional engine driving, the driving mode is favorable for improving the working efficiency of the engine, and the motor is convenient to start and stop, so that the energy waste during idling is avoided.
(2) Series hybrid mode: when the electric quantity of the battery is low, the engine 1 is started, the first motor 3 is driven to generate electricity after the speed of the first planetary mechanism 2 is increased, and the generated electricity can be used for driving the second motor 7. The speed output by the second motor 7 is input to the two-speed transmission 5, is output by the primary driving gear 6 after being changed by the two-speed transmission 5, and is transmitted to the differential assembly 9 through the intermediate shaft assembly 8 to drive the vehicle. In this mode, the coupling clutch 4 is disengaged, and the output rotation speed and torque of the engine 1 are independent of the vehicle speed and the vehicle resistance, so that the transmitter 1 can be set in a high-efficiency operation state.
(3) Engine driving mode: the engine 1 is started and the coupling clutch 4 is engaged to connect the rotor of the first electric machine 3 with the two-speed transmission 5. The driving force output from the engine 1 is transmitted to the first motor 3 via the first planetary mechanism 2, then to the two-speed transmission 5 connected thereto, and is output by the primary drive gear 6 after being shifted via the two-speed transmission 5, and is transmitted to the differential assembly 9 via the intermediate shaft assembly 8 to drive the vehicle. In this mode, the engine 1 can always be in a high-efficiency operation state due to the acceleration action of the first planetary mechanism 2, and the second electric motor 7 has three states: when the torque provided by the engine 1 is equal to the torque driving the vehicle, the second motor 7 idles; when the torque provided by the engine 1 is insufficient to drive the vehicle, the second motor 7 does work to assist; when the torque provided by the engine 1 drives the vehicle with surplus, the surplus driving force drives the second motor 7 to generate electricity.
Before the vehicle starts, the vehicle battery level is checked. When the electric quantity of the battery is insufficient, the first motor 3 is started and drives the engine 1 to start through the first planetary mechanism 2, and after the engine 1 is started, the first motor 3 is driven by the first planetary mechanism 2 to generate power. At this time, the second motor 7 is not operated, and the vehicle is parked for charging.
When the battery is sufficiently charged, the second motor 7 is started, the first-gear brake 53 is controlled to be engaged, the second-gear clutch 56 is disconnected, and the second-gear speed change mechanism 5 is in a first-gear state. At this time, the first gear ratio of the two-speed transmission mechanism 5 is the gear ratio of the second ring gear 54 and the second sun gear 51, and the vehicle has a large driving force. The vehicle is driven by the second electric machine 7 to start and run in electric-only mode.
When the vehicle needs to start on a hill or needs to start with rapid acceleration, the second motor 7 is started to transmit the driving force to the two-gear transmission 5; the first-gear brake 53 is controlled to be engaged, the second-gear clutch 56 is controlled to be disengaged, and the two-gear transmission mechanism 5 is placed in the first-gear state. At the same time, the first electric machine 3 is started and drives the engine 1 to start through the first planetary mechanism 2. The coupling clutch 4 is engaged and the vehicle is driven to start in the engine driving mode. The engine 1 and the second electric machine 7 together drive the vehicle at this time. When the engine 1 is running, the first planetary mechanism 2 accelerates the engine 1, so that the engine 1 can meet the torque for driving the vehicle without a high speed, thereby improving the efficiency of the engine 1.
When the vehicle runs at a low speed in the electric-only drive mode, the first-gear brake 53 is controlled to be engaged, the second-gear clutch 56 is controlled to be disengaged, and the vehicle overcomes the resistance of the whole vehicle with a large driving force. When the vehicle speed increases to a certain value, the first gear brake 53 is controlled to be off, the second gear clutch 56 is engaged, the two-gear speed change mechanism 5 is shifted to 2 nd gear, at which time the second gear speed ratio of the two-gear speed change mechanism 5 is 1, and the speed of the second ring gear 54 of the two-gear speed change mechanism 5 is equal to the speed input from the second sun gear 51.
At the same time, the first motor 3 is started and drives the engine 1 to start through the first planetary mechanism 2, the coupling clutch 4 is engaged, and the engine 1 driving mode is entered. At this time, the driving output speed ratio makes the driving force of the engine 1 still have surplus, and the surplus energy drives the second motor 7 to generate electricity, so that the engine 1 maintains high-efficiency operation. When the vehicle speed further increases, the vehicle resistance and the power of the engine 1 are relatively balanced, the engine 1 maintains an efficient operation, and the second motor 7 idles. When the vehicle accelerates further, the power of the engine 1 is insufficient, the second motor 7 starts the power assisting, and the vehicle is driven to accelerate together and keep running at a high speed.
Under the common driving of the engine 1 and the second motor 7, the second motor 7 is kept at the same speed as the first motor 3, so that the rotation speed ratio of the engine 1 and the second motor 7 is equal to the rotation speed ratio of the engine 1 and the first motor 3, i.e. the low rotation speed of the engine 1 and the high rotation speed of the second motor 7. The engine 1, the first motor 3, and the second motor 7 can be simultaneously in a high-efficiency section, regardless of whether the engine 1 drives the second motor 7 to generate power or whether the second motor 7 is assisted.
When the vehicle needs to be braked, the first motor 3 and the second motor 7 are respectively and independently or completely switched into a generator mode on the premise of meeting braking safety, braking torque is provided for the whole vehicle, and meanwhile, vehicle kinetic energy is converted into electric energy to be stored in a battery, so that energy waste is avoided.
As another embodiment of the present invention, the present embodiment provides an automobile including the hybrid drive assembly of the above embodiment. The automobile can obtain optimal power under various running states by arranging the hybrid power driving assembly, the power and torque requirements of the driving motor are reduced, meanwhile, the engine has better economical efficiency, and the automobile has more occasions to work in a high-efficiency area, so that the overall working performance of the automobile is improved.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present invention, and are not limiting; although the invention has been described in detail with reference to the foregoing embodiments, those skilled in the art will appreciate that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present invention.
Claims (8)
1. A hybrid drive assembly, comprising: an engine, a second motor and a hybrid gearbox; the hybrid power gearbox comprises a first planetary mechanism, a first motor, a coupling clutch, a two-gear speed change mechanism and a primary driving gear; the first motor and/or the second motor are/is arranged inside a housing of the hybrid gearbox;
the engine is connected with the first motor through the first planetary mechanism, and the first planetary mechanism forms a speed increasing mechanism; the driving end of the coupling clutch is connected with the rotor of the first motor, the driven end of the coupling clutch is connected with the two-gear speed change mechanism, and the two-gear speed change mechanism is connected with the second motor and the primary driving gear;
wherein the first planetary mechanism includes: the planet carrier comprises a first planet carrier, a first sun gear, a first annular gear and a first planet gear arranged on the first planet carrier; the first planet carrier is connected with the engine, the first sun gear is fixedly arranged on a shell of the hybrid power gearbox, and the first annular gear is connected with a rotor of the first motor.
2. The hybrid drive assembly of claim 1, wherein the two-speed transmission mechanism comprises: the second planetary mechanism, the first-gear brake and the second-gear clutch; the second planetary mechanism comprises a second planet carrier, a second sun gear, a second annular gear and a second planet gear arranged on the second planet carrier;
the second sun gear is connected with the rotor of the second motor and is connected with the driven end of the coupling clutch, and the second inner gear ring is connected with the primary driving gear;
the first-gear brake is fixedly arranged on a shell of the hybrid power gearbox and selectively brakes the second planet carrier;
the driving end of the second gear clutch is connected with the second sun gear, and the driven end of the second gear clutch is connected with the second annular gear.
3. The hybrid drive assembly of claim 2, wherein the second gear clutch is disposed inside a rotor of the second electric machine.
4. The hybrid drive assembly of claim 1, further comprising: an intermediate shaft assembly and a differential assembly; the intermediate shaft assembly at least comprises a primary driven gear and a secondary driving gear, and the differential mechanism assembly at least comprises a secondary driven gear;
the primary driven gear is meshed with the primary driving gear, and the secondary driving gear is connected with the primary driven gear and meshed with the secondary driven gear.
5. The hybrid drive assembly of claim 2, further comprising a hydraulic valve block assembly for controlling the disengagement and engagement of the coupling clutch, the first gear brake, and the second gear clutch.
6. The hybrid drive assembly of claim 5, wherein the hydraulic valve block assembly further comprises an electric oil pump assembly.
7. The hybrid drive assembly of claim 1, wherein the first planetary mechanism and/or the coupling clutch are disposed inside a rotor of the first electric machine.
8. An automobile, characterized in that: a hybrid drive assembly comprising any one of claims 1 to 7.
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| JP6571157B2 (en) * | 2017-12-25 | 2019-09-04 | 本田技研工業株式会社 | Power distribution device |
| CN108223723B (en) * | 2017-12-28 | 2023-12-19 | 陕西国力信息技术有限公司 | Double-input combined speed-regulating four-gear power assembly system |
| CN108909426B (en) * | 2018-08-27 | 2024-03-01 | 吉林大学 | Double-motor coupling planetary gear type two-gear variable speed drive axle |
| WO2020048105A1 (en) * | 2018-09-04 | 2020-03-12 | 宁波上中下自动变速器有限公司 | Transmission and power system for use in hybrid vehicle |
| CN109466311A (en) * | 2018-12-29 | 2019-03-15 | 杭州登腾科技有限公司 | A kind of hybrid gearbox and hybrid vehicle |
| CN113212141B (en) * | 2021-05-10 | 2022-06-28 | 上海中科深江电动车辆有限公司 | Electro-hydraulic hybrid driving system for extended-range vehicle |
| CN113459797B (en) * | 2021-07-21 | 2023-03-28 | 义乌吉利自动变速器有限公司 | Multi-speed-ratio hybrid transmission and vehicle with same |
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Effective date of registration: 20230628 Address after: No.68, durong Road, Yuelu District, Changsha, Hunan 410000 Applicant after: Hunan Yung Da intelligent transmission Limited by Share Ltd. Applicant after: Luzhou Rongda Intelligent Transmission Co.,Ltd. Address before: 410205 No. 68 Du Rong Road, Yuelu District, Changsha, Hunan Applicant before: HUNAN JIANGLU & RONGDA VEHICLE TRANSMISSION Ltd. |
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Effective date of registration: 20231226 Address after: 646003 Section 4, Jiugu Avenue, High tech Zone, Luzhou City, Sichuan Province Patentee after: Luzhou Rongda Intelligent Transmission Co.,Ltd. Address before: No.68, durong Road, Yuelu District, Changsha, Hunan 410000 Patentee before: Hunan Yung Da intelligent transmission Limited by Share Ltd. Patentee before: Luzhou Rongda Intelligent Transmission Co.,Ltd. |