CN108909433B - Powertrain for hybrid vehicle - Google Patents
Powertrain for hybrid vehicle Download PDFInfo
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- CN108909433B CN108909433B CN201810746435.9A CN201810746435A CN108909433B CN 108909433 B CN108909433 B CN 108909433B CN 201810746435 A CN201810746435 A CN 201810746435A CN 108909433 B CN108909433 B CN 108909433B
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- 230000005540 biological transmission Effects 0.000 claims abstract description 12
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- 239000000446 fuel Substances 0.000 abstract description 3
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- 238000010586 diagram Methods 0.000 description 6
- 238000004146 energy storage Methods 0.000 description 4
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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
Abstract
The invention provides a power system for a hybrid vehicle, and relates to the field of hybrid vehicles. The power system for the hybrid electric vehicle adopts the first planetary gear structure with the double sun gears, wherein the first sun gear rotates along with the input shaft, the second sun gear is mutually independent from the input shaft, and the second sun gear is matched with the first brake through the second brake or/and the second clutch to realize different motion states so as to provide different transmission ratios of four to six gears when the engine and the motor are driven, so that the power system is simple in structure and low in cost, and the fuel economy and the acceleration power performance of the power system are improved.
Description
Technical Field
The present disclosure relates to the field of hybrid vehicles, and more particularly to a powertrain for a hybrid vehicle.
Background
At present, the use of hybrid electric power as a vehicle power source is becoming a mainstream trend of vehicle development. Hybrid electric vehicles typically include an engine with a smaller displacement than conventional engines and one or two electric machines. In general, when traveling in a low-speed condition (e.g., urban road surface) or when frequent starting is required, the vehicle may be driven by only the motor; when the vehicle needs to run at a high speed, the vehicle can be driven by the engine only, so that the aim of saving energy is fulfilled. In the prior art, the hybrid mode of the hybrid electric vehicle mainly comprises three modes of series connection, parallel connection and series-parallel connection.
The power system in the existing hybrid vehicle has a single structure and poor adaptability.
Disclosure of Invention
It is an object of the present invention to provide a power system for a hybrid vehicle that is simple in construction but adaptable.
A further object of the present invention is to provide a power system that provides a larger reduction ratio, effectively reducing the size of the motor or improving the acceleration performance of the vehicle.
In one aspect, the present disclosure provides a powertrain for a hybrid vehicle, the powertrain including an engine, a first electric machine, a second electric machine, a first planetary gear mechanism, an input shaft, a first clutch, a first brake;
the engine is connected with the first motor, and the first clutch is arranged between the first motor and the input shaft so as to cut off or combine the power transmission between the first motor and the input shaft through the first clutch; the second motor is arranged on the input shaft and used for driving the input shaft to rotate;
the first planetary gear mechanism comprises a first sun gear, a first group of planetary gears, a second group of planetary gears, a first gear ring and a first planetary carrier shared by the first group of planetary gears and the second group of planetary gears, wherein the outer gears of the second group of planetary gears are respectively meshed with the outer gears of the first group of planetary gears and the inner gears of the first gear ring, the first sun gear is arranged on the input shaft so that the first sun gear rotates along with the input shaft, and the first gear ring is used for transmitting power output by the power system; the first brake is arranged between the first planet carrier and a housing of the power system; the first planetary gear mechanism further comprises a second sun gear which is coaxially arranged with the first sun gear, the second sun gear is mutually independent from the input shaft, and an external gear of the second sun gear is meshed with an external gear of the second group of planetary gears;
the power system further comprises a second brake or/and a second clutch: the second brake is configured to fix the second sun gear while the second brake is in a braking state so as to remain relatively stationary with the housing of the powertrain; the second clutch is configured to rotate the second sun gear with the input shaft when the second clutch is in an engaged state.
Optionally, the second brake is disposed between the second sun gear and a housing of the power system.
Optionally, the second clutch is disposed between the input shaft and the second sun gear.
Optionally, the second clutch is disposed between the rotor of the second motor and the second sun gear.
Optionally, the second motor is connected to the input shaft by a second planetary gear mechanism comprising a third sun gear, at least one set of planet gears, a second ring gear and a second planet carrier.
Optionally, the third sun gear is fixed to and rotates with a rotor of the second electric machine, the second planet carrier is fixed with the housing, and the second electric machine transmits power to the input shaft through the second ring gear.
Optionally, the third sun gear is fixed to the housing; the second gear ring is fixed on the rotor of the second motor and rotates together with the rotor, and the second motor transmits power to the input shaft through the second planet carrier.
In another aspect, the present disclosure also provides a power system for a hybrid vehicle, the power system including an engine, a first electric machine, a second electric machine, a first planetary gear mechanism, a second planetary gear mechanism, an input shaft, a first clutch, a second clutch, a first brake, a second brake;
the engine is connected with the first motor, the first clutch is arranged between the first motor and the input shaft, and the power transmission between the engine and/or the first motor and the input shaft can be cut off or combined through the first clutch; the second motor is arranged on the input shaft and used for driving the input shaft to rotate; the first brake is arranged between the second planet carrier and a shell of the power system;
the first planetary gear mechanism comprises a first sun gear, a first group of planetary gears, a first gear ring and a first planet carrier; the first sun gear is arranged on the input shaft so that the first sun gear rotates along with the input shaft; the second planetary gear mechanism comprises a second sun gear, a second group of planet gears, a second gear ring and a second planet carrier; the second sun gear is mutually independent of the input shaft; the second gear ring is fixedly connected with the first planet carrier, the first gear ring is fixedly connected with the second planet carrier, and the second gear ring is used for transmitting power output by the power system;
the first brake is arranged between the second planet carrier and a shell of the power system; the second brake is arranged between the second sun gear and the shell of the power system, and the second clutch is arranged between the second sun gear and the input shaft.
Optionally, the second motor is connected to the input shaft by a third planetary gear mechanism comprising a third sun gear, at least one set of planet gears, a third ring gear and a third planet carrier.
Optionally, the third sun gear is fixed on the rotor of the second motor and rotates together with the rotor, the third planet carrier is fixed on the shell, and the second motor transmits power to the input shaft through the third gear ring; or (b)
The third sun gear is fixed on the shell; the third gear ring is fixed on the rotor of the second motor and rotates together with the rotor, and the second motor transmits power to the input shaft through the third planet carrier.
The power system for the hybrid electric vehicle adopts the first planetary gear mechanism with the double sun wheels, wherein the first sun wheel rotates along with the input shaft, the second sun wheel is mutually independent from the input shaft, and the second sun wheel is matched with the first brake through the second brake or/and the second clutch to realize different motion states so as to provide different transmission ratios, so that the power system is simple in structure, low in cost and high in adaptability.
Further, the second motor of the present invention is connected to the input shaft through the second planetary gear mechanism, and the speed of the second motor can be reduced and the torque can be increased through the planetary gear mechanism, so that the size of the second motor can be effectively reduced or the vehicle acceleration performance can be improved.
The power system for the hybrid electric vehicle adopts the first planetary gear mechanism and the second planetary gear mechanism which are matched with each other, wherein the first sun gear rotates along with the input shaft, the second sun gear and the input shaft are mutually independent, and the second sun gear realizes different motion states through the second brake or/and the second clutch and is matched with the first brake so as to provide different transmission ratios, so that the power system is simple in structure, low in cost and high in adaptability.
The above, as well as additional objectives, advantages, and features of the present invention will become apparent to those skilled in the art from the following detailed description of a specific embodiment of the present invention when read in conjunction with the accompanying drawings.
Drawings
Some specific embodiments of the invention will be described in detail hereinafter by way of example and not by way of limitation with reference to the accompanying drawings. The same reference numbers will be used throughout the drawings to refer to the same or like parts or portions. It will be appreciated by those skilled in the art that the drawings are not necessarily drawn to scale. In the accompanying drawings:
FIG. 1 is a schematic block diagram of a powertrain according to one embodiment of the present invention;
FIG. 2 is a schematic block diagram of a powertrain according to another embodiment of the present invention;
FIG. 3 is a schematic block diagram of a powertrain according to yet another embodiment of the present invention.
Detailed Description
Example 1
FIG. 1 is a schematic block diagram of a powertrain according to one embodiment of the present invention. As shown in fig. 1, the power system for a hybrid vehicle in the present embodiment includes: an engine 1, a first motor 2, a second motor 3, a first planetary gear mechanism 4, an input shaft 6, a first clutch 7, and a first brake 8. Wherein the engine 1 (ICE), the first electric machine 2 (P1) and the second electric machine 3 (P3) constitute a power source of the power system of the invention. Preferably, the first motor 2 is an integrated starter motor (ISG motor) and the second motor 3 is a high power drive motor (TM motor). The first clutch 7 and the second brake 9 are used for realizing the combination and interruption of the power transmission of the power system of the invention.
Of course, it will be appreciated by those skilled in the art that the powertrain of the hybrid vehicle should further include such components as a shock absorber between the engine 1 and the first electric machine 2, a differential to achieve different speeds when the wheels turn, a drive axle to drive the wheels, and wheels to drive the vehicle. The power system of the present invention may be directly connected to the above system in a conventional connection manner to implement the operation of the vehicle, which is not the focus of the technical solution of the present invention, and is also a well-known technology for those skilled in the art, so that it is not repeated in the present specification. The specific connection and operation of the various elements of the power system of the present invention will be described in detail and preferably hereinafter.
With continued reference to fig. 1, the engine 1 is connected to a first electric machine 2, and a crankshaft of the engine 1 is connected to a rotor of a second electric machine 3 via a damper. The first clutch 7 is provided between the rotor of the first electric motor 2 and the input shaft 6, and the transmission of power between the engine 1 and/or the first electric motor 2 and the input shaft 6 can be cut off or coupled by the first clutch 7. The first motor 2 has two functions of generating electricity and driving, and its structure and working principle are described in detail in several related patents, and are not repeated here. The engine 1 is directly connected with the first electric machine 2. The first motor 2 can start the engine 1, and the engine 1 directly drags the first motor 2 to generate electricity efficiently. The electric energy of the first motor 2 is directly transmitted to the motor drive, reducing the conversion loss of electric energy-chemical energy.
The second motor 3 is arranged on the input shaft 6 for driving the input shaft 6 in rotation. The second electric machine 3 may also be used as a generator to recover vehicle braking energy. To improve gear accuracy and NVH performance, the three prime movers are preferably coaxially arranged, with the exception of the differential, and the entire transmission has only two shafts. Further, the engine 1 and the second motor 3 are connected through the first clutch 7, when the second motor 3 is separately driven, the clutch is disengaged, and the driving of the second motor 3 is not hindered by the dragging force of the engine 1, so that the motor driving efficiency is improved.
The first planetary gear mechanism 4 includes a first sun gear 41, a first group of planetary gears 43, a second group of planetary gears 44, a first ring gear 45, and a first carrier 46 common to the first group of planetary gears 43 and the second group of planetary gears 44, and outer gears of the second group of planetary gears 44 mesh with outer gears of the first group of planetary gears 43 and inner gears of the first ring gear 45, respectively, and outer gears of the first group of planetary gears 43 mesh with outer gears of the first sun gear 41 in addition to outer gears of the second group of planetary gears 44. The first sun gear 41 is arranged on the input shaft 6 such that the first sun gear 41 rotates with the input shaft 6, in particular the first sun gear 41 may be connected to the input shaft 6 by means of a spline connection. The first ring gear 45 is configured to output power, specifically, an external gear of the first ring gear 45 meshes with a driven wheel on the output shaft, and the received input power of the first planetary gear mechanism 4 is transmitted to the output shaft after shifting. The first brake 8 is arranged between the first planet carrier 46 and the housing of the power system, by means of which first brake 8 the first planet carrier 46 can be kept relatively stationary with respect to the housing.
With continued reference to fig. 1, wherein the first planetary gear mechanism 4 further comprises a second sun gear 42 coaxially arranged with the first sun gear 41, the second sun gear 42 being independent of the input shaft 6, in particular, the first sun gear 41 and the second sun gear 42 are coaxially arranged and the outer gear of the second sun gear 42 is in mesh with the outer gear of the second set of planet gears 44. In order to provide the second sun gear 42 with different movement states, the power system is also provided with a second brake 9. The second brake 9 is arranged between the second sun gear 42 and the housing of the power system. The second brake 9 is configured to fix the second sun gear 42 relatively stationary with respect to the housing of the powertrain when the second brake 9 is in an engaged state. The second brake 9 may also be arranged between the stator 32 of the second electric machine 3 and the second sun gear 42.
With continued reference to fig. 1, in another preferred embodiment, the second electric machine 3 is connected to the input shaft 6 by a second planetary gear mechanism 5, the second planetary gear mechanism 5 comprising a third sun gear 51, at least one set of planet gears, a second ring gear 53 and a second planet carrier 54. In this embodiment, a set of planet wheels is provided, being a third set of planet wheels 52. In other embodiments, multiple sets of planets may also be provided. A second planetary gear mechanism 5 is provided between the second motor and the input shaft 6, which allows the output speed of the motor and thus the torque to be varied. The structure is suitable for the hybrid electric vehicle with the second motor 3 having larger power and the high-efficiency speed area closer to the high-efficiency speed area of the engine 1.
In the present embodiment, the third sun gear 51 is fixed to the housing, and the second ring gear 53 is fixed to the rotor 31 of the second electric motor 3 and rotates with the rotor, and the second electric motor 3 transmits power to the input shaft 6 through the second carrier 54. As shown in fig. 1, the second motor 3 is started. Since the third sun gear 51 in the second planetary gear mechanism 5 is fixed, the rotor 31 of the second motor 3 rotates the second ring gear 53. At this time, the output rotation speed of the second carrier 54 is:
in the above, n r Is the rotation speed of the second gear ring 53, i.e. the second motor 3, n c Is the output rotational speed, alpha, of the second carrier 54 of the second planetary gear mechanism 5 1 Is the gear ratio of the second ring gear 53 to the third sun gear 51, generally alpha 1 The value is set between 2 and 3. From the above formula, it can be seen that the second planetary gear mechanism 5 reduces the output rotation speed of the second motor 3 by about 1/3, i.e., increases the torque by 50%, effectively reducing the motor size or improving the vehicle acceleration performance。
In order to require a larger reduction ratio, different coupling means may be used between the second motor 3 and the second planetary gear mechanism 5. In a preferred embodiment, the second planetary gear mechanism 5 comprises a third sun gear 51, at least one set of planet gears, a second ring gear 53 and a second planet carrier 54. In this embodiment, at least one set of planets, referred to as the third set of planets 52, and in other embodiments, multiple sets of planets are also possible, and will not be described in detail herein. The third sun gear 51 is fixed to the rotor of the second motor 3 and rotates with the rotor, the outer gear of the third sun gear 51 meshes with the outer gear of the third set of planet gears 52, the second carrier is fixed to the housing, the outer gear of the third set of planet gears 52 meshes with the inner gear of the second ring gear 53, the second ring gear 53 is connected to the input shaft 6, and the second motor 3 transmits power to the input shaft 6 through the second ring gear 53. The structure is suitable for the hybrid electric vehicle with smaller power, smaller space and higher rotating speed of the second motor 3.
If the second motor 3 has high power and high battery power, the second planetary gear mechanism 5 of the second motor 3 can be omitted, and the cost is saved.
The structure of the power system is described in detail above, and the working mode of the power system is further described below.
The powertrain shown in fig. 1 has a two-speed transmission. Since the planetary gear arrangement plays a driving role in the powertrain, the speed ratio can be abstracted as the ratio between the rotational speed of the input shaft 6 and the rotational speed of the differential. The mode of operation of the power system of the present invention will now be further described by way of example with reference to the embodiment shown in fig. 1. The power system of the embodiment can be switched between different running modes and running gears according to the running actual condition.
When the engine 1 is started and charged, the first motor 2 rotates to start the engine 1 because the crankshaft of the engine 1 is directly connected to the rotor of the first motor 2. Otherwise, the engine 1 can drive the first motor 2 to charge the battery. In the present embodiment, since the main function of the engine 1 at low speed is to generate electricity and the rotational speed of the first electric motor 2 should coincide with the engine 1, the high-efficiency rotational speed regions of the engine 1 and the first electric motor 2 should be designed to coincide.
In this embodiment, the hybrid vehicle has two gears, when the first brake 8 is engaged and the second brake 9 is disengaged, the first carrier 46 of the first planetary gear mechanism 4 is fixedly connected to the housing of the power system by the engagement of the first brake 8, and the power is transmitted to the output shaft by the first ring gear 45, and the power system has a speed ratio, and the vehicle is in a first gear mode for assisting the motor to start or accelerate. In first gear, the gear ratio of the first ring gear 45 to the first sun gear 41 is generally set between 2 and 3. When the second brake 9 is combined and the first brake 8 is disconnected, the second sun gear 42 is fixedly connected to the housing of the power system through the combination of the second brake 8, and the first gear ring 45 transmits power to the output shaft, so that the vehicle is in a second gear mode and can be used for driving the vehicle to cruise at a high speed or generate electricity at a high efficiency.
In the first gear or the second gear, if only the second motor 3 is in a working state, the first gear or the second gear is purely electric; if only the engine 1 is in an operating state, the engine is in first gear or second gear; if the engine 1 and the second motor 3 are in a working state and the first motor 2 is in a stop state, the first gear or the second gear is mixed and connected in parallel; if the engine 1, the first motor 2 and the second motor 3 are all in a working state, the engine 1 drives the first motor 2 to generate electricity, and the first motor 2 stores electric energy into a battery management unit or directly supplies the electric energy to the second motor 3 after generating electricity, then the first gear or the second gear is in hybrid series connection. The vehicle is shifted as follows: when the vehicle speed is higher than a preset value, the first brake 8 is disconnected, the second brake 9 is combined, the speed ratio of the power system is changed, and gear shifting is completed. Specifically, the power system of the present embodiment has four gear positions, respectively: electric first gear, electric second gear, engine first gear and engine second gear. The power system of the invention can realize the plurality of control modes and improve the fuel economy of the vehicle.
In the engine 1 alone driving mode, the first clutch 7 is engaged, the engine 1 can transmit all or part of power to the input shaft 6, and the engine 1 alone driving mode can also distribute certain power to charge the battery through the first motor 2. Depending on the vehicle running situation, the remaining power of the engine 1 can be distributed to the first motor 2, thereby improving fuel economy. When the throttle is large, the torque of the first motor 2 can be controlled to be 0, and all the power of the engine 1 is distributed to the input shaft 6 so as to ensure the vehicle starting acceleration.
The second motor 3 alone drive mode (electric only mode), the first clutch 7 is disengaged, the first brake 8 or the second brake 9 is engaged, and the input shaft 6 is driven by the second motor 3.
The engine 1 and the second motor 3 are simultaneously driven in a mode (including a parallel mode and a series mode), the first clutch 7 is engaged, the generator and the second motor 3 are simultaneously started, and the torque of the engine 1 minus the torque dragging the first motor 2 is transmitted to the input shaft 6 through the first clutch 7. The torque of the second electric machine 3 is also superimposed on the input shaft 6, either directly or after being amplified by the planetary gear mechanism. And performing torque superposition to increase output power. If the torque of the first motor 2 is controlled to be 0, a maximum input torque is reached at the input shaft 6.
In a vehicle braking energy recovery mode, when the vehicle is braked in a decelerating mode or coasts, the first brake 8 is combined, the inertia of the vehicle drags the first gear ring 45, the first sun gear 41, the input shaft 6 and the rotor of the second motor 3 to generate power through the differential mechanism and the output shaft, so that braking energy recovery is realized, and when the vehicle energy is recovered, preferably, first gear is adopted for energy recovery, and the efficiency is higher.
Example two
FIG. 2 is a schematic block diagram of a powertrain according to another embodiment of the present invention. As shown in fig. 2, in the present embodiment, the basic structure of the power system is unchanged, except that the second brake 9 in the embodiment shown in fig. 1 is eliminated and replaced with the second clutch 10. The second clutch 10 is configured to rotate the second sun gear 42 with the input shaft 6 when the second clutch 10 is in the engaged state. The second clutch 10 is disposed between the input shaft 6 and the second sun gear 42. In this embodiment the mode which the vehicle can achieve is the same as that achieved in embodiment one, the only difference being that when the second clutch 10 is engaged, the second sun gear 42 rotates with the input shaft 6, at which time both sun gears rotate with the input shaft 6, corresponding to locking the inside of the first planetary gear mechanism 4, the final gear ratio of the power system being independent of the first planetary gear mechanism 4, at which time it is in second gear.
In other embodiments, the second clutch 10 is disposed between the rotor of the second motor 3 and the second sun gear 42. When the second clutch 10 is provided between the rotor of the second motor 3 and the second sun gear 42, the rotor of the second clutch 10 is directly connected to the input shaft 6, and the second planetary gear mechanism 5 is no longer required.
Example III
In other preferred embodiments, the power system further comprises a second brake 9 and a second clutch 10, in particular the solutions of fig. 1 and 2 are combined together. The second brake 9 is configured to fix the second sun gear 42 relatively stationary with the housing of the powertrain when the second brake 9 is in the braking state, and the second clutch 10 is configured to rotate the second sun gear 42 with the input shaft 6 when the second clutch 10 is in the engaged state. The three-gear mode of the vehicle can be realized by adopting the structure, and the three-gear mode of the vehicle can be realized specifically by the following steps that when the first brake 8 is combined, the second brake 9 and the second clutch 10 are disconnected, the first planet carrier 46 of the first planetary gear mechanism 4 is fixedly connected to the shell of the power system through the combination of the first brake 8, the first gear ring 45 transmits power to the output shaft, and the power system has a speed ratio, and is a gear at the moment, and the first gear can be used for assisting the starting or accelerating of the motor. In first gear, the gear ratio of the first ring gear 45 to the first sun gear 41 is generally set between 2 and 3. When the second brake 9 is combined and the first brake 8 and the second clutch 10 are disconnected, the second sun gear 42 is fixedly connected to the housing of the power system through the combination of the second brake 9, and the first gear ring 45 transmits power to the output shaft, so that the power system has another speed ratio, and is in a second gear state, and the power system can be used for driving the vehicle to cruise at a high speed or generate electricity at a high efficiency. When the second clutch 10 is engaged and the first brake 8 and the second brake 9 are disengaged, the second sun gear 42 rotates with the input shaft 6, at which time the two sun gears rotate with the input shaft 6, corresponding to locking the inside of the first planetary gear mechanism 4, the final gear ratio of the power system is independent of the first planetary gear mechanism 4, at which time three gears are present.
Example IV
FIG. 3 is a schematic block diagram of a powertrain according to yet another embodiment of the present invention. As shown in fig. 3, the power system includes an engine 1, a first motor 2, a second motor 3, a first planetary gear mechanism 4, a second planetary gear mechanism 5, an input shaft 6, a first clutch 7, a second clutch 10, a first brake 8, and a second brake 9. The engine 1 is connected with the first motor 2, the first clutch 7 is arranged between the first motor 2 and the input shaft 6, and the power transmission between the engine 1 and/or the first motor 2 and the input shaft 6 can be cut off or combined through the first clutch 7; the second motor 3 is arranged on the input shaft 6 and is used for driving the input shaft 6 to rotate; the first brake 8 is arranged between the second planet carrier 54 and the housing of the power system.
With continued reference to fig. 3, the first planetary gear mechanism 4 includes a first sun gear 41, a first set of planet gears 42, a first ring gear 43, and a first carrier 44. The first sun gear 41 is disposed on the input shaft 6 such that the first sun gear 41 rotates with the input shaft 6. The external gear of the first sun gear 41 meshes with the external gear of the first set of planet gears 42, and the external gear of the first set of planet gears 42 also meshes with the internal gear of the first ring gear 43. The second planetary gear mechanism 5 includes a second sun gear 51, a second group of planet gears 52, a second ring gear 53, and a second carrier 54; the second sun gear 51 is independent of the input shaft 6. The external gear of the second sun gear 51 meshes with the external gear of the second set of planet gears 52, and the external gear of the second set of planet gears 52 also meshes with the internal gear of the second ring gear 53. The first planetary gear mechanism 4 and the second planetary gear mechanism 5 are connected to each other, specifically, the second ring gear 53 is fixedly connected to the first carrier 44, the first ring gear 43 is fixedly connected to the second carrier 54, and the second ring gear 53 is used for transmitting power output from the power system. The first brake 8 is arranged between the second planet carrier 54 and the housing of the power system; the second brake 9 is provided between the second sun gear 51 and the housing of the power system, or between the second sun gear 51 and the stator 32, and the second clutch 10 is provided between the second sun gear 51 and the input shaft 6.
With the above-described structure, the three-gear mode of the vehicle can also be realized, specifically, when the first brake 8 is engaged and the second brake 9 and the second clutch 10 are disengaged, the second carrier 54 of the second planetary gear mechanism 5 is fixedly connected to the housing of the power system through the engagement of the first brake 8, and the power is transmitted to the output shaft by the first carrier 44, and the power system has a speed ratio, which is a first gear at this time, and can be used to assist the motor in starting or accelerating. When the second brake 9 is combined and the first brake 8 and the second clutch 10 are disconnected, the second sun gear 51 is fixedly connected to the housing of the power system through the combination of the second brake 9, and the second gear ring 53 transmits power to the output shaft, so that the power system has another speed ratio, and is in a second gear state, and the power system can be used for driving the vehicle to cruise at a high speed or generate electricity at a high efficiency. When the second clutch 10 is engaged and the first brake 8 and the second brake 9 are disengaged, the second sun gear 51 rotates with the input shaft 6, at which time the two sun gears rotate with the input shaft 6, corresponding to locking the inside of the first planetary gear mechanism 4, the final gear ratio of the power system is independent of the first planetary gear mechanism 4, at which time three gears are present. The other operation modes are the same as those in the first embodiment, and will not be described in detail here.
In a further embodiment, the second electric machine 3 is connected to the input shaft 6 by a third planetary gear mechanism comprising a third sun gear, at least one set of planet gears, a third ring gear 5 and a third planet carrier. Specifically, the third sun gear is fixed to the rotor 31 of the second electric machine 3 and rotates with the rotor 31, and the second electric machine 3 transmits power to the input shaft 6 through the third ring gear; the third sun gear may be fixed to the housing; the third ring gear is fixed to the rotor of the second motor 3 and rotates with the rotor, and the second motor 3 transmits power to the input shaft 6 through the third carrier.
Further, the hybrid vehicle employing the power system of the invention may also be provided with, for example, a battery management system that manages the battery energy storage system, a battery management system that manages the energy storage system, and the like. In this way, the power of the second motor 3 and the first motor 2 can be directly supplied through the battery-operated energy storage system. And the first electric machine 2 may charge the battery energy storage system via the engine 1. These energy management systems are not central to the present invention and are not described in detail herein.
By now it should be appreciated by those skilled in the art that while a number of exemplary embodiments of the invention have been shown and described herein in detail, many other variations or modifications of the invention consistent with the principles of the invention may be directly ascertained or inferred from the present disclosure without departing from the spirit and scope of the invention. Accordingly, the scope of the present invention should be understood and deemed to cover all such other variations or modifications.
Claims (7)
1. A power system for a hybrid vehicle, the power system comprising an engine, a first electric machine, a second electric machine, a first planetary gear mechanism, an input shaft, a first clutch, a first brake;
the engine is connected with the first motor, and the first clutch is arranged between the first motor and the input shaft so as to cut off or combine the power transmission between the first motor and the input shaft through the first clutch; the second motor is arranged on the input shaft and used for driving the input shaft to rotate;
the first planetary gear mechanism comprises a first sun gear, a first group of planetary gears, a second group of planetary gears, a first gear ring and a first planetary carrier shared by the first group of planetary gears and the second group of planetary gears, wherein the outer gears of the second group of planetary gears are respectively meshed with the outer gears of the first group of planetary gears and the inner gears of the first gear ring, the first sun gear is arranged on the input shaft so that the first sun gear rotates along with the input shaft, and the first gear ring is used for transmitting power output by the power system; the first brake is arranged between the first planet carrier and a housing of the power system; the first planetary gear mechanism further comprises a second sun gear which is coaxially arranged with the first sun gear, the second sun gear is mutually independent from the input shaft, and an external gear of the second sun gear is meshed with an external gear of the second group of planetary gears;
the power system further comprises a second brake or/and a second clutch: the second brake is arranged between the second sun gear and the housing of the power system, and the second brake is configured to fix the second sun gear when the second brake is in a braking state so as to keep relative static between the second sun gear and the housing of the power system;
the second clutch is disposed between the input shaft and the second sun gear, or between the rotor of the second motor and the second sun gear, the second clutch configured to cause the second sun gear to rotate with the input shaft when the second clutch is in an engaged state.
2. The power system of claim 1, wherein the power system is configured to control the power system,
the second motor is connected with the input shaft through a second planetary gear mechanism, and the second planetary gear mechanism comprises a third sun gear, at least one group of planet gears, a second gear ring and a second planet carrier.
3. The power system of claim 2, wherein the power system is configured to control the power system,
the third sun gear is fixed on the rotor of the second motor and rotates together with the rotor, the second planet carrier is fixed with the shell, and the second motor transmits power to the input shaft through the second gear ring.
4. The power system of claim 2, wherein the power system is configured to control the power system,
the third sun gear is fixed on the shell; the second gear ring is fixed on the rotor of the second motor and rotates together with the rotor, and the second motor transmits power to the input shaft through the second planet carrier.
5. A power system for a hybrid vehicle, the power system including an engine, a first electric machine, a second electric machine, a first planetary gear mechanism, a second planetary gear mechanism, an input shaft, a first clutch, a second clutch, a first brake, a second brake;
the engine is connected with the first motor, the first clutch is arranged between the first motor and the input shaft, and the power transmission between the engine and/or the first motor and the input shaft can be cut off or combined through the first clutch; the second motor is arranged on the input shaft and used for driving the input shaft to rotate; the first brake is arranged between the second planet carrier and the shell of the power system;
the first planetary gear mechanism comprises a first sun gear, a first group of planetary gears, a first gear ring and a first planet carrier; the first sun gear is arranged on the input shaft so that the first sun gear rotates along with the input shaft; the second planetary gear mechanism comprises a second sun gear, a second group of planet gears, a second gear ring and a second planet carrier; the second sun gear is mutually independent of the input shaft; the second gear ring is fixedly connected with the first planet carrier, the first gear ring is fixedly connected with the second planet carrier, and the second gear ring is used for transmitting power output by the power system;
the second brake is arranged between the second sun gear and the shell of the power system, and the second clutch is arranged between the second sun gear and the input shaft.
6. The power system of claim 5, wherein the power system is configured to control the power system,
the second motor is connected with the input shaft through a third planetary gear mechanism, and the third planetary gear mechanism comprises a third sun gear, at least one group of planet gears, a third gear ring and a third planet carrier.
7. The power system of claim 6, wherein the power system is configured to control the power system,
the third sun gear is fixed on the rotor of the second motor and rotates together with the rotor, the third planet carrier is fixed on the shell, and the second motor transmits power to the input shaft through the third gear ring; or (b)
The third sun gear is fixed on the shell; the third gear ring is fixed on the rotor of the second motor and rotates together with the rotor, and the second motor transmits power to the input shaft through the third planet carrier.
Priority Applications (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810746435.9A CN108909433B (en) | 2018-07-09 | 2018-07-09 | Powertrain for hybrid vehicle |
| US17/259,103 US11299027B2 (en) | 2018-07-09 | 2019-03-14 | Power system for hybrid vehicles |
| EP19835046.4A EP3805029B1 (en) | 2018-07-09 | 2019-03-14 | Power system for hybrid vehicles |
| PCT/CN2019/078181 WO2020010869A1 (en) | 2018-07-09 | 2019-03-14 | Power system for hybrid vehicles |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810746435.9A CN108909433B (en) | 2018-07-09 | 2018-07-09 | Powertrain for hybrid vehicle |
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| CN108909433A CN108909433A (en) | 2018-11-30 |
| CN108909433B true CN108909433B (en) | 2024-02-09 |
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Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
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| WO2020010869A1 (en) * | 2018-07-09 | 2020-01-16 | 宁波上中下自动变速器有限公司 | Power system for hybrid vehicles |
| CN111376703B (en) * | 2018-12-29 | 2021-02-02 | 广州汽车集团股份有限公司 | Hybrid power driving system and hybrid power automobile |
| US11679661B2 (en) * | 2019-03-15 | 2023-06-20 | Schaeffler Technologies AG & Co. KG | Power split hybrid power system and hybrid vehicle |
| CN110525194B (en) * | 2019-09-26 | 2023-11-07 | 吉孚汽车技术(苏州)有限公司 | Power drive system for hybrid vehicle and control method thereof |
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| CN108909433A (en) | 2018-11-30 |
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