CN107554280B - Multi-mode power transmission system of hybrid electric vehicle - Google Patents
Multi-mode power transmission system of hybrid electric vehicle Download PDFInfo
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- CN107554280B CN107554280B CN201710718977.0A CN201710718977A CN107554280B CN 107554280 B CN107554280 B CN 107554280B CN 201710718977 A CN201710718977 A CN 201710718977A CN 107554280 B CN107554280 B CN 107554280B
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- 230000009286 beneficial effect Effects 0.000 description 2
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- 241000156302 Porcine hemagglutinating encephalomyelitis virus Species 0.000 description 1
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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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- 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
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
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Abstract
本发明公开了一种混合动力汽车的多模式动力传动系统，电机输入轴上固连有电机输入齿轮，发电机输入轴上固连有发电机输入齿轮，发动机上固连有发动机输入齿轮，发动机输入齿轮与发电机输入齿轮啮合，主减速器上固连有减速器齿轮，发动机输入轴上空套有与电机输入齿轮啮合的双联齿轮，发电机输入轴上连接有与减速器齿轮啮合的发电机齿轮组，双联齿轮与减速器齿轮之间通过同步器高低挡切换机构传递动力。通过齿轮空套及同轴安装布置，减小尺寸，通过发动机与电机在各种工况下的配合工作，使得发动机、驱动电机均能够在高效率区间工作。
The invention discloses a multi-mode power transmission system of a hybrid electric vehicle. A motor input gear is fixedly connected to a motor input shaft, a generator input gear is fixedly connected to the generator input shaft, an engine input gear is fixedly connected to an engine, and an engine input gear is fixedly connected to the engine. The input gear meshes with the generator input gear, the main reducer is fixedly connected with the reducer gear, the engine input shaft has an empty sleeve with a double gear meshing with the motor input gear, and the generator input shaft is connected with a generator gear meshing with the reducer gear. Gear set, the power is transmitted between the double gear and the reducer gear through the high and low gear switching mechanism of the synchronizer. Through the gear empty sleeve and coaxial installation arrangement, the size is reduced, and through the cooperation of the engine and the motor under various working conditions, the engine and the drive motor can work in the high-efficiency range.
Description
Technical Field
The invention relates to the technical field of transmission structures of hybrid electric vehicles, in particular to a multi-mode power transmission system of a hybrid electric vehicle.
Background
Energy conservation and environmental protection become two major topics of automobile technology development, in recent years, hybrid electric vehicles capable of reducing oil consumption and emission are developed and applied rapidly in the commercialization and industrialization process, and the hybrid electric vehicles which are produced in mass production at present include toyota pluris, mitsubid OUTLANDER PHEV, bididizin and the like.
At present, the hybrid power device of the automobile has a plurality of schemes, and each scheme has advantages and disadvantages. For example, the hybrid vehicle powertrain of shanghai nafofuka transmission limited (chinese patent No. CN205439956U) is a two-motor multi-mode scheme. The generator is connected with the internal combustion engine through a first gear set, a clutch is arranged between the internal combustion engine and the first gear set, the first gear set is connected with the left driving wheel and the right driving wheel through a second gear set, a disconnecting mechanism is arranged between the first gear set and the second gear set, and the second gear set is connected through a synchronizer. The scheme can overcome the defects of high cost, poor automobile acceleration capability and low climbing capability of the high-speed motor of the hybrid electric vehicle, and improve the performance. However, the shaft system is too many and too large in size, so that the whole vehicle is not favorably arranged, and meanwhile, only one gear is arranged during the power output of the engine, so that the economy is not favorably realized.
Disclosure of Invention
The invention aims to solve the defects of the background technology and provide a multi-mode power transmission system which is beneficial to the arrangement of the whole automobile and has a hybrid electric vehicle with multiple gears.
In order to achieve the purpose, the multi-mode power transmission system of the hybrid electric vehicle comprises a driving motor, a motor input shaft connected with the driving motor, a generator input shaft connected with the generator, an engine input shaft connected with the engine, a driving shaft and a transmission device arranged on the driving shaft; the method is characterized in that: the power is transmitted between the motor input shaft and the engine input shaft through a first gear set; the power is transmitted between the engine input shaft and the driving shaft through the synchronizer high-low gear switching mechanism; the power is transmitted between the engine input shaft and the generator input shaft through a second gear set; and power is transmitted between the generator input shaft and the transmission device through a third gear set.
Specifically, the first gear set comprises a motor input gear fixedly connected to the motor input shaft and a first gear which is sleeved on the engine input shaft and meshed with the motor input gear.
Specifically, the synchronizer high-low gear switching mechanism comprises an engine output shaft, a low-gear set and a high-gear set which are arranged on the engine input shaft and the engine output shaft, and a synchronizer arranged on the engine output shaft, wherein the synchronizer is positioned between the low-gear set and the high-gear set; and power is transmitted between the output shaft of the engine and the transmission device through the fourth gear set.
Specifically, the low-gear set comprises a first gear which is sleeved on the engine input shaft in an idle mode and a low-gear which is sleeved on the engine output shaft and meshed with the first gear.
Specifically, the transmission device is a main speed reducer; the high-gear set comprises a second gear which is freely sleeved on the input shaft of the engine and a high-gear which is freely sleeved on the output shaft of the engine and is meshed with the second gear.
Specifically, the fourth gear set comprises an engine output gear fixedly connected to an engine output shaft and a speed reducer gear fixedly connected to a main speed reducer and meshed with the engine output gear.
Specifically, the second gear set comprises an engine input gear fixedly connected to an engine input shaft and a generator input gear fixedly connected to a generator input shaft and meshed with the engine input gear.
Preferably, a first clutch is connected between the engine input shaft and the transmission.
Specifically, the transmission device is a main speed reducer; the third gear set comprises a third gear sleeved on the input shaft of the generator in a hollow mode and a speed reducer gear fixedly connected to the main speed reducer and meshed with the third gear, and the third gear is connected with a first clutch.
Preferably, a second clutch is connected between the engine input shaft and the motor input shaft and between the engine input shaft and the engine output shaft.
Preferably, a second clutch is connected to the first gear.
Further preferably, the driving motor, the generator and the engine are all located in front of the driving shaft, the generator is located on the same side or different sides of the engine, and the driving motor is located on different sides of the engine.
The invention has the beneficial effects that: through gear empty sleeve and coaxial arrangement, reduce the size, through the cooperation work of engine and motor under various operating modes for engine, driving motor all can be in the interval work of high efficiency, and the engine is driven by the generator and is igniteed, and engine power can be more intervene the drive vehicle and travel, improves the dynamic property of vehicle, has reduced the oil consumption simultaneously.
When the vehicle starts, the electric vehicle is driven purely electrically, the synchronizer is connected with the low-gear, and at the moment, the power of the driving motor is transmitted to the output shaft through the low-gear and the synchronizer; when the speed of the vehicle exceeds a certain set value, the engine drives the vehicle to run, the generator drives the engine to ignite, then the clutch of the input shaft of the generator is combined, and the power of the engine is transmitted to the gear of the speed reducer through the input shaft of the generator, so that the vehicle is driven; when the vehicle runs at a high speed, the vehicle is driven by a driving motor in a high gear, at the moment, a synchronizer is combined with a high gear, and the power of the driving motor is transmitted to a driving shaft through the high gear and the synchronizer to drive the vehicle; when the power required by the running of the vehicle is larger than the power of the driving motor or the engine, the vehicle is driven in parallel, the clutch is combined, the synchronizer is combined with the low-gear or the high-gear, the driving motor and the generator drive the vehicle together at low speed, and the driving motor and the engine drive the vehicle together at medium and high speed; when the electric quantity of the power battery pack is insufficient, the engine drives the generator to generate electricity to charge the battery pack, and at the moment, the vehicle runs in a series mode.
Drawings
FIG. 1 is a schematic illustration of one connection configuration of the powertrain of the present invention;
FIG. 2 is a schematic illustration of an alternative coupling arrangement for the powertrain of the present invention;
the system comprises a drive motor 1, a motor input shaft 2, a generator 3, a generator input shaft 4, an engine 5, an engine input shaft 6, a drive shaft 7, a main reducer 8, a motor input gear 9, a generator input gear 10, an engine input gear 11, a reducer gear 12, a first gear 13, a second gear 14, a first clutch 15, a third gear 16, a second clutch 17, an engine output shaft 18, an engine output gear 19, a low gear 20, a high gear 21 and a synchronizer 22.
Detailed Description
The invention is described in further detail below with reference to the figures and the specific embodiments.
The multi-mode power transmission system of the hybrid electric vehicle shown in fig. 1 comprises a driving motor 1, a motor input shaft 2 connected with the driving motor 1, a generator 3, a generator input shaft 4 connected with the generator 3, an engine 5, an engine input shaft 6 connected with the engine 5, a driving shaft 7 and a main reducer 8 arranged on the driving shaft 7; the generator 3 is positioned on the same side of the engine 5, and the driving motor 1 is positioned on the opposite side of the engine 5. The motor input shaft 2 is fixedly connected with a motor input gear 9, the generator input shaft 4 is fixedly connected with a generator input gear 10, the engine 5 is fixedly connected with an engine input gear 11, the engine input gear 11 is meshed with the generator input gear 10, and the main speed reducer 8 is fixedly connected with a speed reducer gear 12.
The duplicate gear meshed with the motor input gear 9 is sleeved on the engine input shaft 6 in an empty mode, the duplicate gear comprises a first gear 13 and a second gear 14 which are sleeved on the engine input shaft 6 in an empty mode, the first gear 13 is meshed with the motor input gear 9, and the first gear 13 is connected with a first clutch 15. And power is transmitted between the duplicate gear and the reducer gear 12 through the synchronizer high-low gear switching mechanism. An engine output gear 19 is fixedly connected to an engine output shaft 18, the engine output gear 19 is meshed with the reducer gear 12, and the synchronizer high-low gear switching mechanism is connected to the engine output shaft 18. The synchronizer high-low gear switching mechanism comprises a low gear 20 and a high gear 21 which are sleeved on the engine output shaft 18 in an idle mode, the low gear 20 is meshed with the first gear 13, the high gear 21 is meshed with the second gear 14, and a synchronizer 22 is arranged between the low gear 20 and the high gear 21. The generator input shaft 4 is connected with a generator gear set meshed with the speed reducer gear 12, the generator gear set comprises a third gear 16 which is sleeved on the generator input shaft 4 in a hollow mode, and the third gear 16 is meshed with the speed reducer gear 12.
As shown in fig. 2, to drive the engine 5 in three gears, a second clutch 17 is connected to the third gear 16.
The operating states of the various operating modes of the transmission system of the present invention are as follows:
pure electric mode: in the pure electric mode, two gears can be selected, the first clutch 15 and the second clutch 17 are both in a disengaged state (if the connection mode shown in fig. 1 is selected, the first clutch 15 is in the disengaged state), the synchronizer 22 is combined with the low gear 20 or the high gear 21, the motor input gear 9, the duplicate gear, the low gear 20 or the high gear 21 of the driving motor 1 is transmitted to the engine output shaft 18, and finally transmitted to the main speed reducer 8 through the engine output gear 19 to drive the vehicle, and at this time, the engine 5 and the generator 3 do not work.
An engine drive mode: three gears are selectable. The second clutch 17 is combined, the synchronizer 22 is combined with the low gear 20 or the high gear 21, the power of the engine 5 is transmitted to the engine output shaft 18 through the engine input shaft 6, the duplicate gear, the low gear 20 or the high gear 21 and finally transmitted to the main speed reducer 8 through the engine output gear 19 and the speed reducer gear 12 to drive the vehicle, and the two gears of the engine 5 can be switched by switching the synchronizer 22 to be combined with the high gear 21 or the low gear 20; the first clutch 15 is engaged, the clutch 17 is disengaged, the power of the engine 5 is output to the generator input shaft 4 through the engine input gear 11 and the generator input gear 10, and is transmitted to the final drive 8 through the third gear 16 and the reduction gear 12 to drive the vehicle, at which time the engine 5 drives the vehicle through three gears (if the connection shown in fig. 1 is adopted, the engine drive mode is only a mode in which the vehicle is driven through the output of the generator input gear 10 to the final drive 8).
Series driving mode: when the electric quantity of the power battery pack is lower than a certain value, the engine 5 drives the generator 3 to generate electricity to charge the power battery pack, the first clutch 15 and the second clutch 17 are disconnected (if the connection mode shown in fig. 1 is selected, the first clutch 15 is in a separation state), the synchronizer 22 is combined with the low gear 20 or the high gear 21, the driving motor 1 transmits the electricity to the engine output shaft 18 through the motor input gear 9, the duplicate gear, the low gear 20 or the high gear 21, and finally the speed reducer gear 12 is driven through the engine output gear 19, so that the power is transmitted to the main speed reducer 8 to drive the vehicle.
Parallel driving mode: the second clutch 17 is combined, the power of the engine 5 and the power of the driving motor 1 are coupled by the duplicate gear, then are transmitted to the engine output shaft 18, finally are transmitted to the main speed reducer 8 through the engine output gear 19 and the speed reducer gear 12 to drive the vehicle, and the engine 5 and the driving motor 1 drive the vehicle together; at high speed, the first clutch 15 is engaged, the synchronizer 22 is engaged with the high gear 21, and the power of the engine 1 and the driving motor 3 is coupled on the engine output shaft 18 and then transmitted to the main speed reducer 8 through the engine output gear 19 to drive the vehicle. The generator 3 can now charge the drive motor 1 and at the same time transmit power to the retarder gear 12 for driving the vehicle.
If the connection mode shown in fig. 1 is adopted, when the power and torque required by the vehicle during acceleration and climbing exceed the rated values of the driving motor 1, the engine 5 and the driving motor 1 work together, the power of the engine 5 and the power of the driving motor 1 are coupled on the engine output gear 18 and then transmitted to the main speed reducer 8 to drive the vehicle to run, and the redundant power of the engine 5 drives the generator 3 to generate power. At this time, the first clutch 15 is engaged, the synchronizer 22 is engaged with the high-speed gear 20 or the low-speed gear 21, and the drive motor 3 can be operated in the high-efficiency range by selecting a different gear position by the synchronizer 22.
A regeneration recovery mode: when the automobile slides or is braked and decelerated, the generator 3 carries out capacity regeneration, converts the kinetic energy of the automobile into electric energy and stores the electric energy into a power battery pack. At this time, the first clutch 15 and the second clutch 17 are disengaged (if the connection mode shown in fig. 1 is selected, the first clutch 15 may be in a disengaged state), and the synchronizer 22 is engaged with the low gear 20 or the high gear 21.
Parking power generation mode: when necessary, if the power battery pack has low electric quantity, the engine 5 can only drive the generator 3 to generate electricity to charge the power battery pack. At this time, the first clutch 15 is engaged and the second clutch 17 is disengaged (if the connection mode shown in fig. 1 is selected, the first clutch 15 may be in a disengaged state).
A reverse gear mode: the driving motor 1 rotates reversely, the synchronizer 22 is combined with the low gear 20, the first clutch 15 is disconnected, and the power of the driving motor 1 is transmitted to the engine output shaft 18 through the duplicate gear and the stop gear 20 and finally transmitted to the main speed reducer 8 through the engine output gear 19 and the speed reducer gear 12 to drive the vehicle.
According to the hybrid power transmission device, the engine 5 and the driving motor 1 work cooperatively under various working conditions, so that the engine 5 and the driving motor 1 can work in a high-efficiency interval most of the time, and no power interruption is caused in the gear shifting process; the duplicate gear is sleeved on the engine input shaft 6 in an empty way, so that the axial size of the transmission device can be shortened, the whole structure is compact, and the arrangement is convenient; the engine 5 is driven by the generator 3 to ignite, and the power of the engine 5 can be more involved in driving the vehicle to run, so that the dynamic property of the vehicle is improved, and the oil consumption is reduced.
The above description is only for the preferred embodiment of the present invention, and is not intended to limit the structure of the present invention in any way. Any simple modification, equivalent change and modification made to the above embodiments according to the technical spirit of the present invention still fall within the scope of the technical solution of the present invention.
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| CN201710718977.0A CN107554280B (en) | 2017-08-21 | 2017-08-21 | Multi-mode power transmission system of hybrid electric vehicle |
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Families Citing this family (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109278529B (en) * | 2018-09-29 | 2023-12-19 | 坤泰车辆系统（常州）有限公司 | Hybrid transmission drive system |
| CN109203964B (en) * | 2018-09-29 | 2024-07-23 | 吉泰车辆技术（苏州）有限公司 | Three-gear transmission driving system based on hybrid power |
| CN111098693B (en) | 2018-10-26 | 2021-06-18 | 比亚迪股份有限公司 | Hybrid power driving system and vehicle |
| CN111762014A (en) * | 2019-04-02 | 2020-10-13 | 联合汽车电子有限公司 | Hybrid power system, hybrid power automobile and method for controlling vehicle operation |
| CN110103698A (en) * | 2019-04-25 | 2019-08-09 | 中汽研（天津）汽车工程研究院有限公司 | A kind of hybrid power system and working method of electric machine built-in double clutch |
| CN110329058B (en) * | 2019-07-31 | 2024-04-26 | 北京理工大学 | Clutch-free type multi-gear power coupling mechanism suitable for plug-in hybrid electric vehicle |
| CN112193048B (en) * | 2020-10-23 | 2022-05-24 | 东风汽车集团有限公司 | Multi-mode driving system of hybrid power vehicle |
| CN113043828B (en) * | 2021-03-18 | 2022-06-21 | 江苏大学 | Transmission and control method of a vehicle hybrid system |
| CN113135088B (en) * | 2021-05-28 | 2022-09-02 | 重庆嘉陵全域机动车辆有限公司 | Hybrid power transmission structure of all-terrain new energy vehicle |
| CN114228473A (en) * | 2021-11-16 | 2022-03-25 | 东风汽车集团股份有限公司 | Hybrid four-speed transmission, hybrid drive system and hybrid vehicle |
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| JP2014061722A (en) * | 2012-09-19 | 2014-04-10 | Toyota Motor Corp | Hybrid vehicle drive device |
| CN204340646U (en) * | 2014-11-28 | 2015-05-20 | 安徽江淮汽车股份有限公司 | A kind of hybrid transmissions |
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| JPH0891065A (en) * | 1994-09-26 | 1996-04-09 | Aqueous Res:Kk | Hybrid type vehicle |
| CN102844210A (en) * | 2010-04-16 | 2012-12-26 | 雷诺股份公司 | Hybrid drive system |
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Address after: 430056 No. 1 Dongfeng Avenue, Wuhan economic and Technological Development Zone, Hubei, Wuhan Patentee after: DONGFENG MOTOR Corp. Address before: 430056 No. 1 Dongfeng Avenue, Wuhan economic and Technological Development Zone, Hubei, Wuhan Patentee before: Dongfeng Motor Corp. |