CN109278534A - 混动汽车动力系统 - Google Patents
混动汽车动力系统 Download PDFInfo
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- 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
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- 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
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- 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
- B60K6/42—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 the architecture of the hybrid electric vehicle
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Abstract
本发明揭示了一种混动汽车动力系统,包括设置在变速箱壳体内的输入轴,所述输入轴的一端通过离合器与发动机固接,另一端与可操控其转动辅助电机连接;所述输入轴通过D齿轮组件和输出组件与差速器的主减速齿轮传动连接,其中,所述D齿轮组件中的D三挡从动齿轮为可由所述辅助电机/发动机驱动的起步挡齿轮及倒挡齿轮。本发明的有益效果主要体现在:结构简单,设计精巧,由于起步挡位齿轮及倒挡齿轮为通过发动机或/和辅助电机的正反转动控制下的D三挡从动齿轮,省略了D一挡、D二挡及倒挡齿轮组结构,通过辅助电机驱动D三挡从动齿轮实现车辆倒挡,通过辅助电机驱动D三挡从动齿轮实现车辆起步,简化了变速器整体结构,提高了整车的性能及续航能力。
Description
技术领域
本发明涉及混动汽车技术领域,具体而言,尤其涉及一种混动汽车动力系统。
背景技术
随着世界能源紧张及人们环保意识的增强,安全、节能、环保成为汽车发展的主题,同时由于纯电动汽车、燃料电池汽车关键技术的瓶颈制约,混动汽车成为合乎时宜的选择,事实也证明这种选择能够取得较满意的结果。电动汽车的研发涉及的关键技术甚多,有电池、高性能电机、动力合成与控制技术、发动机综合控制等等。但所有这些研究对象都以一个良好的传动系统为研究对象去实现,因此动力合成方法和结构方式的选择直接关系到目标汽车的定位。目前国内很多并、混连式混动汽车传动系统都只是在原型车上的改进设计,结构复杂,布置不紧凑,成本高,工作模式少,开发产品有一定的局限性。而且对于采用机械自动变速器的混动汽车,存在换挡动力中断的问题,一定程度上影响了整车的性能。
中国发明专利申请CN101434191A公开了一种混合动力系,其包括可操作的连接输入构件的发动机。动力系包括具有第一、第二电动机/发电机的变速器、具有多个构件的差动齿轮组及可选择性的结合的转矩传递机构。输入构件、输出构件、发动机和电动机/发动机通过转矩传递机构的不同组合方式的结合经差动齿轮组选择性的互连。电子控制器控制电动机/发电机、发动机和转矩传递机构在输入构件间提供多种操作模式,包括纯电力操作模式,在该模式中,发动机是关闭的,且一个电动机/发电机用作电动机在输出构件处提供转矩,另一个电动机/发电机在输出构件处提供转矩,另一个电动机/发电机保持基本不动,还包括另一种纯电力操作模式,在这另一种模式中,两个电动机/发电机都用作电动机在输出构件处提供转矩。采用如上结构,实现了混合动力的多种组合形式,减少了排放,但其变速器挡位设置存在繁琐性,如果在现有的六挡齿轮结构基础上增设该结构,势必增加变速器的尺寸,增大了车辆负载,影响了汽车行驶过程中的续航性能。另外,由于电机临近离合器安装,而离合器结构复杂,制造难度大,电机产生故障时可能会影响离合器,离合器故障时又极易影响电机。因此,该问题也成了业界内需解决的难题之一。
发明内容
本发明的目的是克服现有技术存在的不足,提供一种混动汽车动力系统。
本发明的目的通过以下技术方案来实现:
一种混动汽车动力系统,包括设置在变速箱壳体内的输入轴,所述输入轴的一端通过离合器与发动机固接,另一端与可操控其转动辅助电机连接;所述输入轴通过D齿轮组件和输出组件与差速器的主减速齿轮传动连接,其中,所述D齿轮组件中的D三挡从动齿轮为可由所述辅助电机驱动的起步挡齿轮及倒挡齿轮。
优选的,所述辅助电机的转子固设在所述输入轴上。
优选的,所述辅助电机的电机轴上固设有一第一传动齿轮,所述输入轴上固设有一与所述第一传动齿轮啮合的第二传动齿轮。
优选的,所述输出组件包括设置在所述变速箱壳体内位于所述输入轴两侧的第一输出轴和第二输出轴,所述第一输出轴上设有与所述差速器的主减速齿轮啮合的第一相连齿轮,所述第二输出轴上设有与所述差速器的主减速齿轮啮合的第二相连齿轮。
优选的,所述D齿轮组件至少包括固设在所述输入轴上的第一双联齿轮和第二双联齿轮,以及空套在所述第一输出轴上与所述第一双联齿轮相啮合的D三挡从动齿轮和与所述第二双联齿轮相啮合的D四挡从动齿轮,所述D三挡从动齿轮和D四挡从动齿轮之间还设有设置在所述第一输出轴上的D三四同步器,所述D三四同步器可选择地与所述D三挡从动齿轮或D四挡从动齿轮传动连接。
优选的,所述D齿轮组件还包括空套在所述第二输出轴上与所述第一双联齿轮相啮合的D五挡从动齿轮和与所述第二双联齿轮相啮合的D六挡从动齿轮,所述D五挡从动齿轮和D六挡从动齿轮之间还设有设置在所述第二输出轴上的D五六同步器,所述D五六同步器可选择地与所述D五挡从动齿轮或D六挡从动齿轮传动连接。
优选的,所述D齿轮组件还包括空套在所述第二输出轴上与所述第一双联齿轮相啮合的D五挡从动齿轮和与所述第二双联齿轮相啮合的D驻车从动齿轮,所述D五挡从动齿轮和D驻车从动齿轮之间还设有设置在所述第二输出轴上的D五六同步器,所述D五六同步器可选择地与所述D五挡从动齿轮或D驻车从动齿轮传动连接。
优选的,所述差速器的另一侧设有主驱动电机和第三输出轴,所述第三输出轴上可固设有驻车棘轮;所述主驱动电机通过E齿轮组件与所述第三输出轴传动连接,所述第三输出轴上设有与所述差速器的主减速齿轮相啮合的第三相连齿轮。
优选的,所述E齿轮组件包括固设在所述主驱动电机电机轴上的E一挡主动齿轮,以及固设在所述第三输出轴上与所述E一挡主动齿轮相啮合的E一挡从动齿轮。
优选的,所述E齿轮组件包括固设在所述主驱动电机电机轴上的E一挡主动齿轮和E二挡主动齿轮,以及空套在所述第三输出轴上与所述E一挡主动齿轮相啮合的E一挡从动齿轮和与所述E二挡主动齿轮相啮合的E二挡从动齿轮,所述E一挡从动齿轮和E二挡从动齿轮之间还设有设置在所述第三输出轴上的E同步器,所述E同步器可选择地与所述E一挡从动齿轮或E二挡从动齿轮传动连接。
本发明的有益效果主要体现在:
1、结构简单,设计精巧,由于起步挡位齿轮及倒挡齿轮为通过发动机或/和辅助电机的正反转动控制下的D三挡从动齿轮,省略了D一挡、D二挡及倒挡齿轮组结构,通过辅助电机驱动D三挡从动齿轮实现车辆倒挡,通过发动机或/和辅助电机驱动D三挡从动齿轮实现车辆起步,简化了变速器整体结构,减轻了变速器整体质量,提高了整车的性能及续航能力;
2、离合器和辅助电机设置在实心输入轴的两端,可避免两者出现故障时互相影响,极大延长双方的使用寿命;
3、车辆启动时,离合器处于分离状态,以主驱动电机进行驱动,驱动车辆至发动机可在高效经济区工作的车速时,辅助电机预先启动发动机并使其在高效经济区车速中介入驱动,实现并联混动,并可逐渐代替主驱动电机驱动,可极大地降低油耗,大大地节省成本;
4、在发动机换挡过程中主驱动电机补充动力差值保证系统换挡时动力不中断,提升驾驶的舒适性;
5、将传统意义上的倒挡去掉,通过主驱动电机倒转即可实现倒挡;
6、在主驱动电机单独工作的情况下,如电池包电量低于一定的设定值,辅助电机启动发动机,发动机启动至高效经济区通过辅助电机发电直接驱动主动电机或为电池包充电,当停车状态下发动为电池包补充电量;
7、车辆制动时,通过主驱动电机进行回收能量,避免能量的浪费;
8、发动机可在任一挡位上均可工作,实现较大范围的介入,适用于更多复杂的工况;
9、辅助电机在发动机并联介入系统工作时,可产生负载使发动机尽量逼近高校区工作,且产生的负载可用于发电,更节能;
10、第二实施例能够在纯电动工况下行驶,挡位有两挡选择,可根据需要进行挡位切换,以降低对主驱动电机的要求。另外,本系统在单发动机工况下行驶时,E同步器不挂挡,主驱动电机不会被“拖曳”,主驱动电机转子就不会转动、不会产生转动惯量,并不会对换挡产生影响,消除冲击感,整车不会抖动,驾乘舒适性较好;
11、在特殊工况,如急加速、大坡度启动等需求大扭矩输入时,主驱动电机输出不足的情况下,辅助电机可通过轴系与主驱动电机协同工作;
12、本系统更紧凑,重量轻、体积小,有利于整车搭载。
附图说明
下面结合附图对本发明技术方案作进一步说明:
图1:本发明第一实施例的结构示意图;
图2:本发明第二实施例的结构示意图;
图3:本发明第三实施例的结构示意图;
图4:本发明第四实施例的结构示意图;
图5:本发明第五实施例的结构示意图;
图6:本发明第六实施例的结构示意图。
具体实施方式
以下将结合附图所示的具体实施方式对本发明进行详细描述。但这些实施方式并不限于本发明,本领域的普通技术人员根据这些实施方式所做出的结构、方法、或功能上的变换均包含在本发明的保护范围内。
如图1所示,本发明第一实施例揭示了一种混动汽车动力系统,包括设置在变速箱壳体内的输入轴1,所述输入轴1的一端通过离合器2和双质量飞轮与发动机3固接,所述双质量飞轮可为发动机提供惯性和稳定输出。所述另一端述输入轴1的与可操控其转动辅助电机4连接,具体的,所述辅助电机4的转子固设在所述输入轴1上,此时,所述辅助电机4的中轴线与所述发动机3的中轴线处于同一轴线上。上述中,所述辅助电机4是汽车起动发电一体机,集成在实心输入轴1上,简单来说,就是直接以某种瞬态功率较大的电机替代传统的电机,在起步阶段短时起到启动发动机的作用,减少发动机的怠速损耗和污染,可实现并联接触,直接将所述发动机3拖动至其高效经济区。刹车时,所述辅助电机4还可以起到再生发电,回收制动能量的节能效果。总之这是一种介于混合动力和传统汽车之间的一种成本低廉的节能和环保方案。
所述输入轴1通过D齿轮组件和输出组件与差速器100的主减速齿轮101传动连接,具体的,所述输出组件包括设置在所述变速箱壳体内位于所述输入轴1两侧的第一输出轴6和第二输出轴7,所述第一输出轴6上设有与所述差速器100的主减速齿轮101啮合的第一相连齿轮64,所述第二输出轴7上设有与所述差速器100的主减速齿轮101啮合的第二相连齿轮74。所述D齿轮组件至少包括固设在所述输入轴1上的第一双联齿轮11和第二双联齿轮12,以及空套在所述第一输出轴6上与所述第一双联齿轮11相啮合的D三挡从动齿轮61和与所述第二双联齿轮12相啮合的D四挡从动齿轮62,所述D三挡从动齿轮61和D四挡从动齿轮62之间还设有设置在所述第一输出轴6上的D三四同步器63,所述D三四同步器63可选择地与所述D三挡从动齿轮61或D四挡从动齿轮62传动连接。所述D齿轮组件还包括空套在所述第二输出轴7上与所述第一双联齿轮11相啮合的D五挡从动齿轮71和与所述第二双联齿轮12相啮合的D六挡从动齿轮72,所述D五挡从动齿轮71和D六挡从动齿轮72之间还设有设置在所述第二输出轴7上的D五六同步器73,所述D五六同步器73可选择地与所述D五挡从动齿轮71或D六挡从动齿轮72传动连接。进一步的,所述D齿轮组件中的D三挡从动齿轮61为可由所述辅助电机4驱动的起步挡齿轮及倒挡齿轮,省略了D一挡、D二挡及倒挡齿轮组结构,通过发动机或/和辅助电机驱动D三挡从动齿轮实现车辆起步及倒挡,简化了变速器整体结构,减轻了变速器整体质量,提高了整车的性能及续航能力。
本发明中,所述差速器100的另一侧设有主驱动电机9和第三输出轴8,所述主驱动电机9通过E齿轮组件与所述第三输出轴8传动连接,所述第三输出轴8上设有与所述差速器100的主减速齿轮101相啮合的第三相连齿轮84。具体的,所述E齿轮组件包括固设在所述主驱动电机9电机轴上的E一挡主动齿轮91,以及固设在所述第三输出轴8上与所述E一挡主动齿轮91相啮合的E一挡从动齿轮81。进一步的,所述第三输出轴8上可固设有驻车棘轮85,当然,所述驻车棘轮85也可设置在第二输入轴上,均处于本发明的保护范畴,不做具体限定。
上述中所述差速器的主减速齿轮可由混动或/和纯电驱动,也就是说,在混动过程中可实现所述发动机3和主驱动电机9上的功率相加。又因为功率是衡量汽车最高速度的物理量,功率越大的汽车的最高速度也越大,其爬坡性能以及加速性能也愈好。同时,所述发动机3和主驱动电机9均是单独的驱动装置,可以彼此独立的输出贡献扭矩。
本发明的设计要点在于:车辆在由所述主驱动电机单独驱动时,可将车辆驱动至高效经济器,待车辆进入高效经济区工作的车速时,所述辅助电机预先启动所述发动机并使其在高效经济区车速中介入驱动,实现并联混动,并可逐渐代替电机驱动,可极大地降低油耗,大大地节省成本。同时,所述发动机在换挡过程中,所述主驱动电机可补充动力差值保证系统换挡时动力不中断,提升驾驶的舒适性。
下面简单阐述一下本发明第一实施例的工作过程:
当汽车处于倒挡纯电动驱动模式时,所述发动机3不进行动力输送。所述主驱动电机9启动并反转,其动力传递路线如下:主驱动电机9—E一挡主动齿轮91—E一挡从动齿轮81—第三输出轴8—第三相连齿轮84—差速器100的主减速齿轮101,完成动力输送。如在遇到特殊工况,如急加速、大坡度启动等需求大扭矩输入时,所述辅助电机4也可启动,其动力传递如下:辅助电机4—实心输入轴1—第一双联齿轮11—D三挡从动齿轮61—D三四同步器63—第一输出轴6—第一相连齿轮64—差速器100的主减速齿轮101,完成动力输送。
当汽车处于纯电动驱动模式时,所述发动机3不进行动力输送。所述主驱动电机9启动,其动力传递路线如下:主驱动电机9—E一挡主动齿轮91—E一挡从动齿轮81—第三输出轴8—第三相连齿轮84——差速器100的主减速齿轮101,完成动力输送。如在遇到特殊工况,如急加速、大坡度启动等需求大扭矩输入时,所述辅助电机4也可启动,其动力传递如下:辅助电机4—实心输入轴1—第一双联齿轮11—D三挡从动齿轮61—D三四同步器63—第一输出轴6—第一相连齿轮64—差速器100的主减速齿轮101,完成动力输送。
当汽车处于一挡混合动力驱动模式时,所述辅助电机4预先启动所述发动机3,并将其反拖至高效经济区,此时,所述离合器2闭合,其动力传递路线如下:发动机3—双质量飞轮—离合器2—实心输入轴1—第一双联齿轮11—D三挡从动齿轮61—D三四同步器63—第一输出轴6—第一相连齿轮64—差速器100的主减速齿轮101,完成动力输送。同时,在换挡过程中,所述主驱动电机可启动,补充动力差值保证系统换挡时动力不中断,提升驾驶的舒适性,其动力传递路线如下:主驱动电机9—E一挡主动齿轮91—E一挡从动齿轮81—第三输出轴8—第三相连齿轮84——差速器100的主减速齿轮101,完成动力输送。
当汽车处于二挡、三挡及四挡混合动力驱动模式时,其动力传递路线与当汽车处于一挡混合动力驱动模式时动力传递路线雷同,就不做过多赘述。另外,本发明中,挡位的排布只是本发明中的一个实施例,以便于理解。当然,也可为其他方式排布,其他方式排布均处于本发明的保护范畴,因此,不做过多赘述。
如图2所示,为本发明的第二实施例,与第一实施例相比,其区别点为所述E齿轮组件的具体结构,具体的,所述E齿轮组件包括固设在所述主驱动电机9电机轴上的E一挡主动齿轮91和E二挡主动齿轮92,以及空套在所述第三输出轴8上与所述E一挡主动齿轮91相啮合的E一挡从动齿轮81和与所述E二挡主动齿轮92相啮合的E二挡从动齿轮82,所述E一挡从动齿轮81和E二挡从动齿轮82之间还设有设置在所述第三输出轴8上的E同步器83,所述E同步器83可选择地与所述E一挡从动齿轮81或E二挡从动齿轮82传动连接。
下面简单阐述一下本发明第二实施例的工作过程:
当汽车处于倒挡纯电动驱动模式时,所述发动机3不进行动力输送。所述主驱动电机9启动并反转,其动力传递路线如下:主驱动电机9—E一挡主动齿轮91—E一挡从动齿轮81—第三输出轴8—第三相连齿轮84—差速器100的主减速齿轮101,完成动力输送。如在遇到特殊工况,如急加速、大坡度启动等需求大扭矩输入时,所述辅助电机4也可启动,其动力传递如下:辅助电机4—实心输入轴1—第一双联齿轮11—D三挡从动齿轮61—D三四同步器63—第一输出轴6—第一相连齿轮64—差速器100的主减速齿轮101,完成动力输送。
当汽车处于一挡纯电动驱动模式时,所述发动机3不进行动力输送。所述主驱动电机9启动,其动力传递路线如下:主驱动电机9—E一挡主动齿轮91—E一挡从动齿轮81—第三输出轴8—第三相连齿轮84——差速器100的主减速齿轮101,完成动力输送。如在遇到特殊工况,如急加速、大坡度启动等需求大扭矩输入时,所述辅助电机4也可启动,其动力传递如下:辅助电机4—实心输入轴1—第一双联齿轮11—D三挡从动齿轮61—D三四同步器63—第一输出轴6—第一相连齿轮64—差速器100的主减速齿轮101,完成动力输送。
当汽车处于二挡纯电动驱动模式时,所述发动机3不进行动力输送。所述主驱动电机9启动,其动力传递路线如下:主驱动电机9—E二挡主动齿轮92—E二挡从动齿轮82—E同步器83—第三输出轴8—第三相连齿轮84——差速器100的主减速齿轮101,完成动力输送。如在遇到特殊工况,如急加速、大坡度启动等需求大扭矩输入时,所述辅助电机4也可启动,其动力传递如下:辅助电机4—实心输入轴1—第一双联齿轮11—D三挡从动齿轮61—D三四同步器63—第一输出轴6—第一相连齿轮64—差速器100的主减速齿轮101,完成动力输送。
当汽车处于一挡混合动力驱动模式时,所述辅助电机4预先启动所述发动机3,并将其反拖至高效经济区,此时,所述离合器2闭合,其动力传递路线如下:发动机3—双质量飞轮—离合器2—实心输入轴1—第一双联齿轮11—D三挡从动齿轮61—D三四同步器63—第一输出轴6—第一相连齿轮64—差速器100的主减速齿轮101,完成动力输送。同时,在换挡过程中,所述主驱动电机可启动,补充动力差值保证系统换挡时动力不中断,提升驾驶的舒适性,其动力传递路线如下:主驱动电机9—E一挡主动齿轮91—E一挡从动齿轮81—第三输出轴8—第三相连齿轮84——差速器100的主减速齿轮101,完成动力输送。
当汽车处于二挡、三挡及四挡混合动力驱动模式时,其动力传递路线与当汽车处于一挡混合动力驱动模式时动力传递路线雷同,就不做过多赘述。另外,本发明中,挡位的排布只是本发明中的一个实施例,以便于理解。当然,也可为其他方式排布,其他方式排布均处于本发明的保护范畴,因此,不做过多赘述。
本发明中,第二实施例的设计要点在于:当车辆在混合动力驱动下行驶时,所述E同步器不与所述E一挡从动齿轮或E二挡从动齿轮传动连接,也就是说,所述E同步器将切断所述发动机转动时通过所述第三输出轴反馈给所述主驱动电机的动力。因此,所述主驱动电机不会被“拖曳”,所述主驱动电机转子就不会转动、不会产生转动惯量,并不会对换挡产生影响,消除现有现有技术存在的冲击感,整车不会抖动,驾乘舒适性较好。
如图3所示,本发明的第三实施例,与第一实施例相比,其区别点是所述实心输入轴与辅助电机的连接结构,具体的,所述辅助电机4的电机轴上固设有一第一传动齿轮41,所述输入轴1上固设有一与所述第一传动齿轮41啮合的第二传动齿轮13,此时,所述辅助电机4的中轴线与所述发动机3的中轴线处于非同一轴线上,其技术效果为,通过合理调整所述第一传动齿轮41和第二传动齿轮13的规格,使其满足反拖发动机所需的转速、扭矩等,即可选用更小规格的辅助电机,降低成本,同时,便于设计布局,使布局更加合理。
如图4所示,本发明的第四实施例,与第三实施例相比,其区别点是所述E齿轮组件的具体结构,其工作过程与第二实施例雷同,因此不做过多赘述。
如图5所示,本发明的第三实施例,与第一实施例相比,其区别点是所述齿轮组件的结构,具体的,所述输出组件包括设置在所述变速箱壳体内位于所述输入轴1两侧的第一输出轴6和第二输出轴7,所述第一输出轴6上设有与所述差速器100的主减速齿轮101啮合的第一相连齿轮64,所述第二输出轴7上设有与所述差速器100的主减速齿轮101啮合的第二相连齿轮74。所述D齿轮组件至少包括固设在所述输入轴1上的第一双联齿轮11和第二双联齿轮12,以及空套在所述第一输出轴6上与所述第一双联齿轮11相啮合的D三挡从动齿轮61和与所述第二双联齿轮12相啮合的D四挡从动齿轮62,所述D三挡从动齿轮61和D四挡从动齿轮62之间还设有设置在所述第一输出轴6上的D三四同步器63,所述D三四同步器63可选择地与所述D三挡从动齿轮61或D四挡从动齿轮62传动连接。所述D齿轮组件还包括空套在所述第二输出轴7上与所述第一双联齿轮11相啮合的D五挡从动齿轮71和与所述第二双联齿轮12相啮合的D驻车从动齿轮72,所述D五挡从动齿轮71和D驻车从动齿轮79之间还设有设置在所述第二输出轴7上的D五六同步器73,所述D五六同步器73可选择地与所述D五挡从动齿轮71或D驻车从动齿轮79传动连接。进一步的,所述D齿轮组件中的D三挡从动齿轮61为可由所述辅助电机4/发动机3驱动的起步挡齿轮及倒挡齿轮,省略了D一挡、D二挡及倒挡齿轮组结构,通过发动机或/和辅助电机驱动D三挡从动齿轮实现车辆起步及倒挡,简化了变速器整体结构,减轻了变速器整体质量,提高了整车的性能及续航能力。
如图6所示,本发明的第六实施例,与第五实施例相比,其区别点是所述E齿轮组件的具体结构,其工作过程与第二实施例雷同,因此不做过多赘述。
本发明的有益效果主要体现在:
1、结构简单,设计精巧,由于起步挡位齿轮及倒挡齿轮为通过发动机或/和辅助电机的正反转动控制下的D三挡从动齿轮,省略了D一挡、D二挡及倒挡齿轮组结构,通过辅助电机驱动D三挡从动齿轮实现车辆倒挡,通过辅助电机驱动D三挡从动齿轮实现车辆起步,简化了变速器整体结构,减轻了变速器整体质量,提高了整车的性能及续航能力;
2、离合器和辅助电机设置在实心输入轴的两端,可避免两者出现故障时互相影响,极大延长双方的使用寿命;
3、车辆启动时,离合器处于分离状态,以主驱动电机进行驱动,驱动车辆至发动机可在高效经济区工作的车速时,辅助电机预先启动发动机并使其在高效经济区车速中介入驱动,实现并联混动,并可逐渐代替主驱动电机驱动,可极大地降低油耗,大大地节省成本;
4、在发动机换挡过程中主驱动电机补充动力差值保证系统换挡时动力不中断,提升驾驶的舒适性;
5、将传统意义上的倒挡去掉,通过主驱动电机倒转即可实现倒挡;
6、在主驱动电机单独工作的情况下,如电池包电量低于一定的设定值,辅助电机启动发动机,发动机启动至高效经济区通过辅助电机发电直接驱动主动电机或为电池包充电,当停车状态下发动为电池包补充电量;
7、车辆制动时,通过主驱动电机进行回收能量,避免能量的浪费;
8、发动机可在任一挡位上均可工作,实现较大范围的介入,适用于更多复杂的工况;
9、辅助电机在发动机并联介入系统工作时,可产生负载使发动机尽量逼近高校区工作,且产生的负载可用于发电,更节能;
10、第二实施例能够在纯电动工况下行驶,挡位有两挡选择,可根据需要进行挡位切换,以降低对主驱动电机的要求。另外,本系统在单发动机工况下行驶时,E同步器不挂挡,主驱动电机不会被“拖曳”,主驱动电机转子就不会转动、不会产生转动惯量,并不会对换挡产生影响,消除冲击感,整车不会抖动,驾乘舒适性较好;
11、在特殊工况,如急加速、大坡度启动等需求大扭矩输入时,主驱动电机输出不足的情况下,辅助电机可通过轴系与主驱动电机协同工作;
12、本系统更紧凑,重量轻、体积小,有利于整车搭载。
应当理解,虽然本说明书按照实施方式加以描述,但并非每个实施方式仅包含一个独立的技术方案,说明书的这种叙述方式仅仅是为清楚起见,本领域技术人员应当将说明书作为一个整体,各实施方式中的技术方案也可以经适当组合,形成本领域技术人员可以理解的其他实施方式。
上文所列出的一系列的详细说明仅仅是针对本发明的可行性实施方式的具体说明,它们并非用以限制本发明的保护范围,凡未脱离本发明技艺精神所作的等效实施方式或变更均应包含在本发明的保护范围之内。
Claims (10)
1.混动汽车动力系统,其特征在于:包括设置在变速箱壳体内的输入轴(1),所述输入轴(1)的一端通过离合器(2)与发动机(3)固接,另一端与可操控其转动辅助电机(4)连接;所述输入轴(1)通过D齿轮组件和输出组件与差速器(100)的主减速齿轮(101)传动连接,其中,所述D齿轮组件中的D三挡从动齿轮(61)为可由所述辅助电机(4)驱动的起步挡齿轮及倒挡齿轮。
2.根据权利要求1所述的混动汽车动力系统,其特征在于:所述辅助电机(4)的转子固设在所述输入轴(1)上。
3.根据权利要求1所述的混动汽车动力系统,其特征在于:所述辅助电机(4)的电机轴上固设有一第一传动齿轮(41),所述输入轴(1)上固设有一与所述第一传动齿轮(41)啮合的第二传动齿轮(13)。
4.根据权利要求2或3所述的混动汽车动力系统,其特征在于:所述输出组件包括设置在所述变速箱壳体内位于所述输入轴(1)两侧的第一输出轴(6)和第二输出轴(7),所述第一输出轴(6)上设有与所述差速器(100)的主减速齿轮(101)啮合的第一相连齿轮(64),所述第二输出轴(7)上设有与所述差速器(100)的主减速齿轮(101)啮合的第二相连齿轮(74)。
5.根据权利要求4所述的混动汽车动力系统,其特征在于:所述D齿轮组件至少包括固设在所述输入轴(1)上的第一双联齿轮(11)和第二双联齿轮(12),以及空套在所述第一输出轴(6)上与所述第一双联齿轮(11)相啮合的D三挡从动齿轮(61)和与所述第二双联齿轮(12)相啮合的D四挡从动齿轮(62),所述D三挡从动齿轮(61)和D四挡从动齿轮(62)之间还设有设置在所述第一输出轴(6)上的D三四同步器(63),所述D三四同步器(63)可选择地与所述D三挡从动齿轮(61)或D四挡从动齿轮(62)传动连接。
6.根据权利要求5所述的混动汽车动力系统,其特征在于:所述D齿轮组件还包括空套在所述第二输出轴(7)上与所述第一双联齿轮(11)相啮合的D五挡从动齿轮(71)和与所述第二双联齿轮(12)相啮合的D六挡从动齿轮(72),所述D五挡从动齿轮(71)和D六挡从动齿轮(72)之间还设有设置在所述第二输出轴(7)上的D五六同步器(73),所述D五六同步器(73)可选择地与所述D五挡从动齿轮(71)或D六挡从动齿轮(72)传动连接。
7.根据权利要求5所述的混动汽车动力系统,其特征在于:所述D齿轮组件还包括空套在所述第二输出轴(7)上与所述第一双联齿轮(11)相啮合的D五挡从动齿轮(71)和与所述第二双联齿轮(12)相啮合的D驻车从动齿轮(72),所述D五挡从动齿轮(71)和D驻车从动齿轮(79)之间还设有设置在所述第二输出轴(7)上的D五六同步器(73),所述D五六同步器(73)可选择地与所述D五挡从动齿轮(71)或D驻车从动齿轮(79)传动连接。
8.根据权利要求6或7所述的混动汽车动力系统,其特征在于:所述差速器(100)的另一侧设有主驱动电机(9)和第三输出轴(8),所述第三输出轴(8)或第二输入轴上可固设有驻车棘轮(85);所述主驱动电机(9)通过E齿轮组件与所述第三输出轴(8)传动连接,所述第三输出轴(8)上设有与所述差速器(100)的主减速齿轮(101)相啮合的第三相连齿轮(84)。
9.根据权利要求8所述的混动汽车动力系统,其特征在于:所述E齿轮组件包括固设在所述主驱动电机(9)电机轴上的E一挡主动齿轮(91),以及固设在所述第三输出轴(8)上与所述E一挡主动齿轮(91)相啮合的E一挡从动齿轮(81)。
10.根据权利要求8所述的混动汽车动力系统,其特征在于:所述E齿轮组件包括固设在所述主驱动电机(9)电机轴上的E一挡主动齿轮(91)和E二挡主动齿轮(92),以及空套在所述第三输出轴(8)上与所述E一挡主动齿轮(91)相啮合的E一挡从动齿轮(81)和与所述E二挡主动齿轮(92)相啮合的E二挡从动齿轮(82),所述E一挡从动齿轮(81)和E二挡从动齿轮(82)之间还设有设置在所述第三输出轴(8)上的E同步器(83),所述E同步器(83)可选择地与所述E一挡从动齿轮(81)或E二挡从动齿轮(82)传动连接。
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