CN107234964B - Hybrid power device - Google Patents

Hybrid power device Download PDF

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Publication number
CN107234964B
CN107234964B CN201610190134.3A CN201610190134A CN107234964B CN 107234964 B CN107234964 B CN 107234964B CN 201610190134 A CN201610190134 A CN 201610190134A CN 107234964 B CN107234964 B CN 107234964B
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China
Prior art keywords
gear
speed change
input shaft
motor
speed
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CN201610190134.3A
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CN107234964A (en
Inventor
夏承钢
孙江明
殷建坤
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Shanghai Zhongke Shenjiang Electric Vehicle Co Ltd
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Shanghai Zhongke Shenjiang Electric Vehicle Co Ltd
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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
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
    • B60K17/08—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing of mechanical type
    • 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
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • 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
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

The invention provides a hybrid power device. The method comprises the following steps: the first variable speed input shaft is connected with the first motor and is connected with the engine through a clutch; the second variable speed output shaft is connected with the engine; the second motor is connected with the first variable-speed input shaft through a first gear shifting element and is connected with the variable-speed output shaft through a second gear shifting element; the first speed change mechanism is arranged between the first speed change input shaft and the speed change output shaft; and the second speed change mechanism is arranged between the second speed change input shaft and the speed change output shaft, so that the condition of power interruption can not occur during gear shifting, and the complexity of the hybrid power device is reduced.

Description

Hybrid power device
Technical Field
The invention relates to a vehicle driving technology, in particular to a hybrid power device.
Background
Hybrid electric vehicles are a key point in automobile research and development due to the characteristics of energy conservation, low emission and the like. In the hybrid device applied to the existing hybrid vehicle, there is a type formed by adding a driving motor on the basis of the AMT transmission.
In order to avoid power interruption during gear shifting, in the hybrid power device, the driving motor is connected to the speed change input shaft through a set of gear shifting mechanism, and although power compensation can be performed through the driving motor during gear shifting so as to avoid power interruption, the newly added gear shifting mechanism obviously increases the complexity of the hybrid power device.
Disclosure of Invention
The embodiment of the invention provides a hybrid power device, which aims to solve the problem that in the prior art, in order to achieve the purpose of avoiding power interruption during gear shifting, the complexity of the hybrid power device is improved.
The present invention provides a hybrid power device, including:
the gear shifting device comprises an engine, a first motor, a second motor, a clutch, a first speed change input shaft, a second speed change input shaft, a speed change output shaft, a first speed change mechanism with at least one gear, a second speed change mechanism with at least one gear, a first gear shifting element and a second gear shifting element;
the first variable speed input shaft is connected with the first motor, and the first variable speed input shaft is connected with the engine through the clutch;
the second variable speed output shaft is connected with the engine;
the second electric machine is connected with the first variable-speed input shaft through the first shifting element and is connected with the variable-speed output shaft through the second shifting element;
the first shift mechanism is disposed between the first shift input shaft and the shift output shaft; and
the second shift mechanism is disposed between the second shift input shaft and the shift output shaft.
Optionally, the first variable speed input shaft is coaxially sleeved on the second variable speed input shaft;
if the first shift mechanism includes 1 st and 3 rd gears, the first shift mechanism includes: 1 keep off driving gear, 3 keep off driving gear, 1 keep off driven gear, 3 keep off driven gear, third gearshift, if second speed change mechanism includes 2 keeps off and 4 keeps off, then second speed change mechanism includes: a 2-gear driving gear, a 4-gear driving gear, a 2-gear driven gear, a 4-gear driven gear, a fourth gear-shifting element,
The 1-gear driving gear and the 3-gear driving gear are both fixed on the first speed change input shaft, the 1-gear driven gear and the 3-gear driven gear are both rotatably mounted on the speed change output shaft, the 1-gear driving gear is normally engaged with the 1-gear driven gear, the 3-gear driving gear is normally engaged with the 3-gear driven gear, and the third gear shifting element is arranged on the speed change output shaft and can fixedly connect the 1-gear driven gear with the speed change output shaft or fixedly connect the 3-gear driven gear with the speed change output shaft; and
the 4-gear driving gear and the 2-gear driving gear are both fixed on the second speed change input shaft, the 2-gear driven gear and the 4-gear driven gear are both rotatably arranged on the speed change output shaft, the 2-gear driving gear is normally meshed with the 2-gear driven gear, the 4-gear driving gear is normally meshed with the 4-gear driven gear, the fourth gear shifting element is arranged on the speed change output shaft, and the fourth gear shifting element can enable the 2-gear driven gear to be fixedly connected with the speed change output shaft or enable the 4-gear driven gear to be fixedly connected with the speed change output shaft.
Optionally, the hybrid power device further comprises; a first intermediate drive gear and a second intermediate drive gear,
the 4-gear driving gear is fixed on the second speed change input shaft;
the first motor, the second motor, the first shifting element and the second shifting element are coaxially arranged on an axis parallel to the first speed change input shaft, the first motor is connected with the first speed change input shaft through the first intermediate transmission gear, the second motor is connected with the first motor through the first shifting element, and the second motor is connected with the speed change output shaft after being connected with the second intermediate transmission gear through the second shifting element.
Optionally, the hybrid power device further comprises; a third intermediate drive gear and a fourth intermediate drive gear,
the 4-gear driving gear is rotatably arranged on the second speed change input shaft, the second gear shifting element is arranged on the second speed change input shaft, and the second gear shifting element can fixedly connect the 4-gear driving gear with the second speed change input shaft;
the first motor, the second motor and the first gear shifting element are coaxially arranged on an axis parallel to the first speed change input shaft, the first motor is connected with the first speed change input shaft through the third intermediate transmission gear, the second motor is connected with the first motor through the first gear shifting element, and the second motor is connected with the 4-gear driving gear through the fourth intermediate transmission gear.
Optionally, the 4 th gear driving gear is rotatably mounted on the second transmission input shaft;
the first electric machine, the second electric machine, the first shift element and the second shift element are coaxially disposed on an axis with the first transmission input shaft, the first electric machine is connected with the first transmission input shaft, the second electric machine is connected with the first transmission input shaft through the first shift element, and the second electric machine is connected with the 4-gear driving gear through the second shift element.
Optionally, in the electric-only mode, the clutch is in a disengaged state, the engine is in a stationary state, and the shifting from the gear of the first transmission mechanism to the gear corresponding to the second intermediate transmission gear includes:
the torque of the second motor is reduced to reduce the speed, the first shifting element is separated, the first motor continues to engage the gear of the first speed change mechanism and increases the torque to provide power required for driving the vehicle, when the rotation speed of the second motor is reduced to a rotation speed matched with the rotation speed of the speed change output shaft, the second shifting element is engaged, the torque of the second motor is increased to provide power required for driving the vehicle, the torque of the first motor is reduced to reduce the speed, the first speed change mechanism is disengaged, when the rotation speed of the first motor is equal to the rotation speed of the second motor, the first shifting element is engaged, and the first motor and the second motor jointly drive the vehicle.
Optionally, in the electric-only mode, the clutch is in a disengaged state, the engine is in a stationary state, and the shifting from the gear of the second intermediate transmission gear to the gear corresponding to the first transmission mechanism includes:
the torque of the first motor is reduced to reduce the speed, the first shifting element is separated, the second motor continues to engage the gear corresponding to the second intermediate transmission gear and increases the torque to provide power required for driving the vehicle, when the rotating speed of the first motor is reduced to the rotating speed matched with the gear of the first speed change mechanism, the first speed change mechanism is engaged, the torque of the first motor is increased to provide power required for driving the vehicle, the torque of the second motor is reduced to reduce the speed, the second shifting element is separated, when the rotating speed of the second motor is equal to the rotating speed of the first motor, the first shifting element is engaged, and the first motor and the second motor jointly drive the vehicle.
Optionally, in the hybrid mode, the first shifting element is in an engaged state, the second shifting element is in a disengaged state, and the shifting from the gear of the first transmission mechanism to the gear corresponding to the second transmission mechanism includes:
after the clutch is disengaged, the electric motor continues to engage the gear of the first speed change mechanism and increase torque to provide power required for driving the vehicle, the engine torque is reduced to reduce the speed, when the rotation speed of the engine is reduced to a rotation speed matched with the gear of the second speed change mechanism, the second speed change mechanism is engaged, the engine torque is increased to provide power required for driving the vehicle, the electric motor torque is reduced to reduce the speed, the first speed change mechanism is disengaged, when the rotation speed of the first speed change input shaft is equal to the rotation speed of the second speed change input shaft, the clutch is engaged, and the electric motor and the engine jointly drive the vehicle.
Optionally, in the hybrid mode, the first shifting element is in an engaged state, the second shifting element is in a disengaged state, and the shifting from the gear of the second transmission mechanism to the gear of the first transmission mechanism includes:
after the clutch is disengaged, the engine continues to be in the gear of the second speed change mechanism and increases torque to provide power required for driving the vehicle, the motor torque decreases to reduce the speed, the first speed change mechanism is in gear when the motor speed decreases to a speed that matches the speed of the first speed change input shaft with the gear of the first speed change mechanism, the motor torque increases to provide power required for driving the vehicle, the engine torque decreases to reduce the speed, the second speed change mechanism is in gear, when the speed of the second speed change input shaft is the same as the speed of the first speed change input shaft, the clutch is engaged, and the engine and the motor jointly drive the vehicle.
Alternatively, the intake air amount of the engine is decreased to decrease the torque of the engine, and the intake air amount of the engine is increased to increase the torque of the engine;
the drive current of the motor is decreased to decrease the torque of the motor, and the drive current of the motor is increased to increase the torque of the motor.
The hybrid power device of the present invention includes: the first variable speed input shaft is connected with the first motor and is connected with the engine through a clutch; the second variable speed output shaft is connected with the engine; the second motor is connected with the first variable-speed input shaft through a first gear shifting element and is connected with the variable-speed output shaft through a second gear shifting element; the first speed change mechanism is arranged between the first speed change input shaft and the speed change output shaft; and the second speed change mechanism is arranged between the second speed change input shaft and the speed change output shaft, so that the condition of power interruption can not occur during gear shifting, and the complexity of the hybrid power device is reduced.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.
Fig. 1 is a schematic structural diagram of a hybrid power device according to an embodiment of the present invention;
fig. 2 is a schematic structural diagram of a hybrid power device according to a second embodiment of the present invention;
fig. 3 is a schematic structural diagram of a hybrid power device according to a third embodiment of the present invention;
fig. 4 is a schematic structural diagram of a hybrid power device according to a fourth embodiment of the present invention;
fig. 5 is a schematic structural diagram of a hybrid power device according to a fifth embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Fig. 1 is a schematic structural diagram of a hybrid power device according to an embodiment of the present invention. As shown in fig. 1, the hybrid device described above includes: the transmission system comprises an engine 1, a first electric machine 21, a second electric machine 22, a clutch 3, a first transmission input shaft 4, a second transmission input shaft 5, a transmission output shaft 6, a first transmission mechanism 7 with at least one gear, a second transmission mechanism 8 with at least one gear, a first shifting element 91 and a second shifting element 92.
The first speed change input shaft 4 is connected with the first motor 21 and is connected with the engine 1 through the clutch 3; the second variable speed output shaft 5 is directly connected with the engine 1; the second electric machine 22 is connected to the first transmission input shaft 4 via a first shifting element 91 and to the transmission output shaft 6 via a second shifting element 92; a first transmission mechanism 7 provided between the first transmission input shaft 4 and the transmission output shaft 6; and a second transmission mechanism 8, arranged between the second transmission input shaft 5 and the transmission output shaft 6, having at least one even-numbered gear.
Wherein the first transmission mechanism 7 may have at least one odd gear and the second transmission mechanism 8 may have at least one even gear.
The hybrid power device has a simpler structure, can realize gear shifting and acceleration under the pure electric mode and the hybrid power mode, and therefore improves the dynamic property and the economical efficiency of the vehicle.
The embodiment of the invention provides a hybrid power device, which comprises: the gear shifting device comprises an engine, a first motor, a second motor, a clutch, a first speed change input shaft, a second speed change input shaft, a speed change output shaft, a first speed change mechanism with at least one gear, a second speed change mechanism with at least one gear, a first gear shifting element and a second gear shifting element; the first variable speed input shaft is connected with the first motor, and the first variable speed input shaft is connected with the engine through a clutch; the second variable speed output shaft is connected with the engine; the second motor is connected with the first variable-speed input shaft through a first gear shifting element and is connected with the variable-speed output shaft through a second gear shifting element; the first speed change mechanism is arranged between the first speed change input shaft and the speed change output shaft; and the second speed change mechanism is arranged between the second speed change input shaft and the speed change output shaft, so that the condition of power interruption can not occur during gear shifting, and the complexity of the hybrid power device is reduced.
Fig. 2 is a schematic structural diagram of a hybrid power device according to a second embodiment of the present invention. As shown in fig. 2, the first speed change input shaft 4 is coaxially fitted over the second speed change input shaft 5. In order to make the structure of the hybrid power device compact, the first speed change input shaft 4 can be made into a hollow shaft, and is coaxially sleeved on the second speed change input shaft 5, which is similar to the shafting arrangement of a double-clutch transmission. The first shift input shaft 4 may also be arranged in parallel with the second shift input shaft 5. And are not so limited.
The first transmission mechanism 7 has at least 1 st gear and 3 rd gear, and includes: a 1-gear driving gear 71 and a 3-gear driving gear 73 fixed on the first transmission input shaft 4, a 1-gear driven gear 72 and a 3-gear driven gear 74 rotatably mounted on the transmission output shaft 6, the 1-gear driving gear 71 being in constant mesh with the 1-gear driven gear 72, the 3-gear driving gear 73 being in constant mesh with the 3-gear driven gear 74, and a third shifting element 75 mounted on the transmission output shaft 6, the third shifting element 75 selectively and fixedly coupling the 1-gear driven gear 72 or the 3-gear driven gear 75 with the transmission output shaft 6; and
the second transmission mechanism 8 has at least 2 th and 4 th speeds, and includes: a 4-gear driving gear 83 and a 2-gear driving gear 81 fixed on the second transmission input shaft, a 2-gear driven gear 82 and a 4-gear driven gear 84 rotatably mounted on the transmission output shaft 6, the 2-gear driving gear 81 and the 2-gear driven gear 82 are normally meshed, the 4-gear driving gear 83 and the 4-gear driven gear 84 are normally meshed, a fourth shifting element 85 mounted on the transmission output shaft 6, and the fourth shifting element 85 can selectively and fixedly couple the 2-gear driven gear 82 or the 4-gear driven gear 84 with the transmission output shaft 6.
With the aid of the drive motor, also in order to control the complexity of the hybrid device, the gear of the gear change mechanism can be less than that of a conventional gearbox. For example, the 1 st gear can be eliminated, and the power required for climbing provided by the conventional 1 st gear can be completely realized by the aid of the power provided by the first motor 21, the second motor 22 and the engine 1; for the highest vehicle speed of 180km/h, a conventional 4-gear and a conventional 5-gear can be combined into one gear, and the numerical value of the speed ratio of the gear can be between the speed ratios of the conventional 4-gear and the conventional 5-gear as the 3-gear; and for the highest vehicle speed exceeding 200km/h, the conventional 4 gear and 5 gear can be reserved; because two motors are adopted, reverse gear can be cancelled, reverse rotation of one motor can be used for providing power for long-distance reverse rotation, and the other motor is driven by the engine to generate power. More gears obviously help to control the working area of the engine 1 within a narrower interval, thereby improving fuel economy, but this makes the gear shift mechanism more complicated, and therefore, preferably, 4 forward gears are employed, and each of the first transmission mechanism 7 and the second transmission mechanism 8 realizes 2 forward gears.
The gear 1/2/3/4/5/R ratios for a typical 5-speed transmission are, in order: 3.583, 2.105, 1.379, 1.030, 0.820, -3.363, and a final reduction ratio of 3.722. Under the condition that the final reduction ratio is not changed, the speed ratio of the gear 1/2/3/4 of the present embodiment may be set as: 2.105, 1.379, 1.030, 0.820. The speed ratio of each gear may also be other numerical values, and may be selected and set according to actual requirements, which is not limited to this.
With continued reference to FIG. 2, the hybrid power unit described above further includes; a first intermediate transmission gear 101 and a second intermediate transmission gear 102,
the 4-speed drive gear 83 is fixed to the second transmission input shaft 5; the first motor 21, the second motor 22, the first shifting element 91 and the second shifting element 92 are coaxially arranged on an axis parallel to the first speed change input shaft 4, the first motor 21 is connected with the first speed change input shaft 4 through a first intermediate transmission gear 101, the second motor 22 is connected with the first motor 21 through the first shifting element 91, and the second motor 22 is connected with the speed change output shaft 6 after being connected with the second intermediate transmission gear 102 through the second shifting element 92; the gear ratio of the second intermediate transmission gear 102 corresponds to the gear ratio of the first intermediate transmission gear 101.
The first intermediate transmission gear 101 mainly performs a speed reduction function, and matches the maximum operation rotation speed of the first electric machine 21 to the maximum rotation speed of the engine 1, for example, the maximum operation rotation speed of the first electric machine 21 is 9000rpm, the maximum rotation speed of the engine 1 is 6000rpm, and the transmission ratio of the first intermediate transmission gear 101 may be 1.5.
The second intermediate transmission gear 102 is arranged to establish a power connection between the second electric machine 22 and the variable speed output shaft 6 and to provide a suitable gear ratio. The speed expanding ratio of the existing driving motor at least reaches 2-3, so that the requirements of a pure electric driving mode can be met only by arranging two gears, and the gear transmission ratios of the two gears are 2 and 1 respectively. Therefore, the gear ratio of the second intermediate transmission gear 102 is equivalent to that of the first intermediate transmission gear 101, and may also be equal to 1.5, and the gear ratio 2 can be achieved by engaging 1 gear with the first transmission mechanism 7.
Since the second intermediate transmission gear 102 for directly connecting the second electric motor 22 and the transmission output shaft 6 is separately provided, the 4-speed drive gear 83 is fixed to the second transmission input shaft 5. On the other hand, if the 4 th gear driving gear 83 and the 4 th gear driven gear 84 are used as part of the power transmission path, and the second shift input shaft 5 is directly connected to the stationary engine 1 in the electric only mode, the 4 th gear driving gear 83 may be rotatably mounted on the second shift input shaft 5.
Fig. 3 is a schematic structural diagram of a hybrid power device according to a third embodiment of the present invention. As shown in fig. 3, the hybrid power device further includes; a third intermediate drive gear 103 and a fourth intermediate drive gear 104,
the 4-speed driving gear 83 is rotatably mounted on the second transmission input shaft 5, the second shift element 92 is mounted on the second transmission input shaft 5, and the second shift element 92 selectively and fixedly couples the 4-speed driving gear with the second transmission input shaft; the first motor 21, the second motor 22 and the first gear shifting element 91 are coaxially arranged on an axis parallel to the first speed change input shaft 4, the first motor 21 is connected with the first speed change input shaft 4 through a third intermediate transmission gear 103, the second motor 22 is connected with the first motor 21 through the first gear shifting element 91, and the second motor 22 is connected with the 4-gear driving gear 83 through a fourth intermediate transmission gear 104.
When the 4 th gear driving gear 83 is rotatably mounted on the second shift input shaft 5, the 4 th gear driving gear 83 and the 4 th driven gear 84 can be used as a part of a power transmission path connecting the second electric motor 22 and the shift output shaft 6. At this time, the gear ratio of the fourth intermediate transfer gear 104 is substantially equivalent to the gear ratio of the second intermediate transfer gear 102 due to the presence of the 4-speed gear ratio. The function of the second shifting element 92 in the first and second exemplary embodiments is actually assumed by the fourth shifting element 85, while the second shifting element 92 is in neutral in the electric-only mode, since the second transmission input shaft 5 is stationary.
Fig. 4 is a schematic structural view of a hybrid power unit according to a fourth embodiment of the present invention, as shown in fig. 4, a 4-gear driving gear 83 is rotatably mounted on the second transmission input shaft 5, a second shift element 92 is mounted on the second transmission input shaft 5, and the second shift element 92 selectively fixedly couples the 4-gear driving gear with the second transmission input shaft; the first electric machine 21, the second electric machine 22, the first shift element 91 and the second shift element 92 are coaxially disposed on an axis of the first transmission input shaft 4, the first electric machine 21 is connected to the first transmission input shaft 4, the second electric machine 22 is connected to the first transmission input shaft 4 through the first shift element 91, and the second electric machine 22 is connected to the 4 th-gear driving gear 83 through the second shift element 92.
The first motor 21 and the second motor 22 are installed on an axis parallel to the first transmission input shaft 4, and are connected to the first transmission input shaft 4 and the transmission output shaft 6 through the first intermediate transmission gear 101 and the second intermediate transmission gear 102, respectively, so that the first motor 21 and the second motor 22 can be implemented by using high-speed motors. If medium-speed motors are used, i.e. the first and second electric machines 21, 22 have the highest rotational speeds comparable to those of the engine 1 and the axial space allows, the first and second intermediate transmission gears 101, 102 can be eliminated and the first electric machine 21, the second electric machine 22, the first shifting element 91 and the second shifting element 92 can be coaxially arranged on the axis of the first transmission input shaft 4. To control the axial length, the clutch 3 and the first shifting element 91 may be implemented as a multi-plate wet clutch with a relatively small diameter and are disposed in the inner cavities of the first electric motor 21 and the second electric motor 22, respectively. The second electric machine 22 is disposed between the first transmission mechanism 7 and the second transmission mechanism 8, and has one end connected to the first transmission input shaft 4 via a first shift element 91 and the other end connected to the 4 th drive gear 83 via a second shift element 92.
Fig. 5 is a schematic structural diagram of a hybrid power device according to a fourth embodiment of the present invention, which is a scheme adapted to rear-wheel drive with a longitudinally-arranged engine according to a modification of the embodiment shown in fig. 4, and as shown in fig. 5, the transmission output shaft 6 transfers power to an axis coaxial with the axis of the engine 1 through a pair of transition gears 105, and then outputs the power to a transaxle through a propeller shaft. The arrangement mode is suitable for rear wheel drive vehicles with longitudinally arranged engines, such as certain cars, minibuses or buses and the like. For some applications where the engine 1 is arranged to allow for offset, the transition gear 105 may not be used, and the transmission output shaft 6 may transmit power directly to the drive axle through the transmission shaft, without limitation.
The externally-connected rechargeable hybrid electric vehicle can run in a pure electric mode and also can run in a hybrid power mode. In both driving modes, the hybrid power device of the invention can realize the functions of shifting gears and accelerating. Taking the hybrid power unit of the embodiment shown in fig. 1 and 2 as an example, a specific shift operation will now be described as follows. The specific shift operation of the hybrid device of the specific embodiment shown in fig. 3 and 4 can be analogized.
In the electric-only mode, the upshift may occur from the gear of the first transmission mechanism 7 to the gear of the second transmission mechanism 8, or from the gear of the second transmission mechanism 8 to the gear of the first transmission mechanism 7, and the specific upshift operation steps are as follows.
In the electric only mode, the clutch 3 is disengaged and the engine 1 is at rest. The shifting operation when the gear position of the first speed change mechanism 7 is shifted up to the gear position corresponding to the second intermediate transmission gear 102 includes the steps of:
the torque of the second electric machine 22 is reduced to reduce the speed, the first shifting element 91 is disengaged, the first electric machine 21 continues to engage the gear of the first transmission mechanism 7 and increase the torque to provide the power required to drive the vehicle, when the rotation speed of the second electric machine 22 is reduced to a rotation speed matching the rotation speed of the variable speed output shaft 6, the second shifting element 92 is engaged, the torque of the second electric machine 22 is increased to provide the power required to drive the vehicle, the torque of the first electric machine 21 is reduced to reduce the speed, the first transmission mechanism 7 is disengaged, when the rotation speed of the first electric machine 21 is equal to the rotation speed of the second electric machine 22, the first shifting element 91 is engaged, and the first electric machine 21 and the second electric machine 22 jointly drive the vehicle.
If the performance requirement on the pure electric mode is not high, the requirement can be met only by two gears. However, if it is desired to further increase the maximum vehicle speed and economy of the high-purity electric mode, the corresponding gear of the second intermediate transfer gear 102 can be set to the appropriate gear ratio, with one more gear added. The shifting operation when the gear corresponding to the second intermediate transmission gear 102 is shifted up to the gear of the first speed change mechanism 7 includes the steps of:
the torque of the first electric machine 21 is reduced to reduce the speed, the first shifting element 91 is disengaged, the second electric machine 22 continues to engage the gear corresponding to the second intermediate transmission gear 102 and increases the torque to provide the power required to drive the vehicle, when the rotation speed of the first electric machine 21 is reduced to the rotation speed matched with the gear of the first transmission mechanism 7, the first transmission mechanism 7 is engaged, the torque of the first electric machine 21 is increased to provide the power required to drive the vehicle, the torque of the second electric machine 22 is reduced to reduce the speed, the second shifting element 92 is disengaged, and when the rotation speed of the second electric machine 22 is equal to the rotation speed of the first electric machine 21, the first shifting element 91 is engaged, and the first electric machine 21 and the second electric machine 22 jointly drive the vehicle.
In the hybrid mode, the upshift may occur from the gear position of the first transmission mechanism 7 to the gear position of the second transmission mechanism 8, or from the gear position of the second transmission mechanism 8 to the gear position of the first transmission mechanism 7, and the specific upshift operation steps are as follows.
The first shifting element 91 can be put into the engaged state and the second shifting element 92 can be put into the disengaged state, i.e. the first electric machine 21 and the second electric machine 22 can participate as a whole in the shifting operation in the hybrid mode, but this is not a limitation.
The shifting operation when shifting from the gear position of the first transmission mechanism 7 to the gear position of the second transmission mechanism 8 includes the steps of:
after the clutch 3 is disengaged, the first electric machine 21 and the second electric machine 22 continue to engage the gear of the first transmission mechanism 7 and increase the torque to provide the power required for driving the vehicle, the torque of the engine 1 decreases to reduce the speed, when the rotation speed of the engine 1 decreases to the rotation speed matched with the gear of the second transmission mechanism 8, the second transmission mechanism 8 engages the gear, the torque of the engine 1 increases to provide the power required for driving the vehicle, the torque of the first electric machine 21 and the second electric machine 22 decreases to reduce the speed, the first transmission mechanism 7 is disengaged, when the rotation speed of the first transmission input shaft 4 is equal to the rotation speed of the second transmission input shaft 5, the clutch 3 is engaged, and the first electric machine 21, the second electric machine 22 and the engine 1 jointly drive the vehicle.
The shifting operation when shifting from the gear position of the second transmission mechanism 8 to the gear position of the first transmission mechanism 7 includes the steps of:
after the clutch 3 is disengaged, the engine 1 continues to be in the gear of the second speed change mechanism 8 and increases the torque to provide the power required for driving the vehicle, the torques of the first motor 21 and the second motor 22 are reduced to reduce the speed, when the rotating speeds of the first motor 21 and the second motor 22 are reduced to the rotating speed matched with the gear of the first speed change mechanism 7, the first speed change mechanism 7 is in the gear, the torques of the first motor 21 and the second motor 22 are increased to provide the power required for driving the vehicle, the torque of the engine 1 is reduced to reduce the speed, the second speed change mechanism 8 is in the gear, when the rotating speed of the second speed change input shaft 5 is equal to the rotating speed of the first speed change input shaft 4, the clutch 3 is engaged, and the engine 1, the first motor 21 and the second motor 22 jointly drive the vehicle.
In view of the above-mentioned shifting operation, one power machine can temporarily provide all the power required for driving the vehicle during shifting, so that the adjustment of the rotational speed of the other power machine is not required to be completed in a short time. Conventional gear shifting processes are about 1s or even shorter, i.e. the speed adjustment of the power machine is required quickly. The embodiment of the invention does not require the time index, and the adjustment can be completed within 2-4 s, so that the adjustment time is shorter, but the adjustment time is slightly longer without any influence.
If the engine 1 is a gasoline engine, the torque reduction of the engine 1 is performed by reducing the intake air amount of the engine 1; the torque increase of the engine 1 is performed by increasing the intake air amount of the engine 1. As is well known, the response speed of adjusting the engine torque by adjusting the throttle opening degree is slow, and it is not generally recommended to use the method of retarding the ignition timing to reduce the engine torque. However, in the present embodiment, the method of adjusting the opening degree of the throttle valve is not obvious in the disadvantage and can be adopted completely. Of course, the engine torque may be adjusted by combining with other methods, and the method is not limited to this.
If the engine 1 is a diesel engine, the torque reduction of the engine 1 is performed by reducing the fuel injection amount of the engine 1; the torque increase of the engine 1 is performed by increasing the fuel injection amount of the engine 1.
Since the response speed and the accuracy of the drive motors are high, the torque reduction of the first motor 21 and the second motor 22 is performed by reducing the drive currents of the first motor 21 and the second motor 22; the torque increase of the first motor 21 and the second motor 22 is performed by increasing the drive current of the first motor 21 and the second motor 22.
As described above, the rotational speed adjustment of the engine 1 or the first and second electric machines 21 and 22 at the time of gear shifting is not required to be completed in an extremely short time, and therefore, the output torque thereof can be adjusted relatively slowly while ensuring other performances, thereby further improving the overall performance of the hybrid device.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; while the invention has been described in detail and with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present invention.

Claims (1)

1. A hybrid power device characterized by comprising:
the gear shifting device comprises an engine, a first motor, a second motor, a clutch, a first speed change input shaft, a second speed change input shaft, a speed change output shaft, a first speed change mechanism with at least one gear, a second speed change mechanism with at least one gear, a first gear shifting element and a second gear shifting element;
the first variable speed input shaft is connected with the first motor, and the first variable speed input shaft is connected with the engine through the clutch;
the second variable speed output shaft is connected with the engine;
the second electric machine is connected with the first variable-speed input shaft through the first shifting element and is connected with the variable-speed output shaft through the second shifting element;
the first shift mechanism is disposed between the first shift input shaft and the shift output shaft; and
the second shift mechanism is disposed between the second shift input shaft and the shift output shaft;
the first variable speed input shaft is coaxially sleeved on the second variable speed input shaft;
if the first shift mechanism includes 1 st and 3 rd gears, the first shift mechanism includes: 1 keep off driving gear, 3 keep off driving gear, 1 keep off driven gear, 3 keep off driven gear, third gearshift, if second speed change mechanism includes 2 keeps off and 4 keeps off, then second speed change mechanism includes: the gear shifting device comprises a 2-gear driving gear, a 4-gear driving gear, a 2-gear driven gear, a 4-gear driven gear and a fourth gear shifting element;
the 1-gear driving gear and the 3-gear driving gear are both fixed on the first speed change input shaft, the 1-gear driven gear and the 3-gear driven gear are both rotatably mounted on the speed change output shaft, the 1-gear driving gear is normally engaged with the 1-gear driven gear, the 3-gear driving gear is normally engaged with the 3-gear driven gear, and the third gear shifting element is arranged on the speed change output shaft and can fixedly connect the 1-gear driven gear with the speed change output shaft or fixedly connect the 3-gear driven gear with the speed change output shaft; and
the 4-gear driving gear and the 2-gear driving gear are both fixed on the second speed change input shaft, the 2-gear driven gear and the 4-gear driven gear are both rotatably arranged on the speed change output shaft, the 2-gear driving gear is normally meshed with the 2-gear driven gear, the 4-gear driving gear is normally meshed with the 4-gear driven gear, the fourth gear shifting element is arranged on the speed change output shaft, and the fourth gear shifting element can fixedly connect the 2-gear driven gear with the speed change output shaft or fixedly connect the 4-gear driven gear with the speed change output shaft;
the hybrid power device further comprises; a first intermediate drive gear and a second intermediate drive gear,
the 4-gear driving gear is fixed on the second speed change input shaft;
the first motor, the second motor, the first shifting element and the second shifting element are coaxially arranged on an axis parallel to the first speed change input shaft, the first motor is connected with the first speed change input shaft through the first intermediate transmission gear, the second motor is connected with the first motor through the first shifting element, and the second motor is connected with the speed change output shaft after being connected with the second intermediate transmission gear through the second shifting element;
alternatively, the first and second electrodes may be,
the hybrid power device further comprises; a third intermediate drive gear and a fourth intermediate drive gear,
the 4-gear driving gear is rotatably arranged on the second speed change input shaft, the second gear shifting element is arranged on the second speed change input shaft, and the second gear shifting element can fixedly connect the 4-gear driving gear with the second speed change input shaft;
the first motor, the second motor and the first gear shifting element are coaxially arranged on an axis parallel to the first speed change input shaft, the first motor is connected with the first speed change input shaft through the third intermediate transmission gear, the second motor is connected with the first motor through the first gear shifting element, and the second motor is connected with the 4-gear driving gear through the fourth intermediate transmission gear;
alternatively, the first and second electrodes may be,
the 4-gear driving gear is rotatably arranged on the second speed change input shaft;
the first electric machine, the second electric machine, the first shift element and the second shift element are coaxially disposed on an axis with the first transmission input shaft, the first electric machine is connected with the first transmission input shaft, the second electric machine is connected with the first transmission input shaft through the first shift element, and the second electric machine is connected with the 4-gear driving gear through the second shift element.
CN201610190134.3A 2016-03-29 2016-03-29 Hybrid power device Active CN107234964B (en)

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AT522146B1 (en) 2019-02-22 2020-10-15 Avl List Gmbh Powertrain
KR20220007312A (en) * 2020-07-10 2022-01-18 현대자동차주식회사 Control method for hybrid powertrain for vehicle
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