CN109795306B - Power transmission device for hybrid electric vehicle - Google Patents
Power transmission device for hybrid electric vehicle Download PDFInfo
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- CN109795306B CN109795306B CN201910003363.3A CN201910003363A CN109795306B CN 109795306 B CN109795306 B CN 109795306B CN 201910003363 A CN201910003363 A CN 201910003363A CN 109795306 B CN109795306 B CN 109795306B
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Abstract
The invention provides a power transmission device for a hybrid electric vehicle, which comprises an internal combustion engine, a first motor generator, a second motor generator, an output shaft, a first planetary gear set, a second planetary gear set, a third planetary gear set, a gear, a brake I, a clutch II and a brake III, wherein the internal combustion engine is connected with the first motor generator through a transmission shaft; the internal combustion engine is fixedly connected with the first planetary gear set, the first motor generator is fixedly connected with the first planetary gear set, and the second motor generator is fixedly connected with the third planetary gear set; the brake I is fixedly connected with the second planetary gear set, and two ends of the clutch II are respectively fixedly connected with the second planetary gear set and the third planetary gear set; the first planetary gear set and the second planetary gear set are connected with two connecting rods, and the second planetary gear set and the third planetary gear set are connected with one connecting rod and the clutch II; the wheel driving shaft is fixedly connected with the third planetary gear set through a gear. The system has balanced efficiency and good acceleration performance.
Description
Technical Field
The invention belongs to the technical field of power transmission of hybrid electric vehicles, and particularly relates to a power transmission device which is high in system energy efficiency, good in acceleration performance and suitable for a hybrid electric vehicle.
Background
In recent years, research and development of novel energy-saving and environment-friendly automobiles are actively promoted. However, the pure electric vehicle has insufficient cruising ability and is expensive relative to a fuel vehicle, and the charging of the pure electric vehicle is a non-negligible problem. Therefore, the pure electric vehicle is difficult to be directly accepted by the consumers. The hybrid electric vehicle is added with the second power source, so that the cost can be well controlled while the fuel economy is improved, and great advantages are realized.
At present, several types of vehicles with higher market share of hybrid electric vehicles adopt a planetary gear row as a power coupling structure, for example, the Puruis of a gasoline-electric hybrid electric vehicle released by Toyota. This type of motorcycle type adopts two planet row structures at present, with engine, generator, motor, vehicle output shaft coupling together. The general automobile company also provides a corresponding double-planet-row hybrid electric vehicle, and two clutches are added in the system to realize two different power splitting working modes.
However, the hybrid power system itself does not have a pure electric operating mode, and is not suitable for being applied to the current mainstream plug-in hybrid power vehicle, and the hybrid power system still uses a power splitting mode to drive in a high-speed cruising state, and the system energy utilization rate is low due to redundant secondary energy conversion.
In summary, the prior art has the following problems: the hybrid electric vehicle has unbalanced system efficiency under multiple working conditions and poor acceleration performance, and needs to be improved.
Disclosure of Invention
In order to solve the problems, the invention discloses a power transmission device for a hybrid electric vehicle, which has high system energy efficiency and good acceleration performance.
In order to achieve the purpose, the technical scheme of the invention is as follows:
a power transmission device for a hybrid vehicle, characterized in that: the device comprises an internal combustion engine, a first motor generator, a second motor generator, an output shaft, a first planetary gear set, a second planetary gear set, a third planetary gear set, a gear, a brake I, a clutch II and a brake III; the internal combustion engine is fixedly connected with the first planetary gear set, the first motor generator is fixedly connected with the first planetary gear set, and the second motor generator is fixedly connected with the third planetary gear set; the brake I is fixedly connected with the second planetary gear set, and two ends of the clutch II are respectively fixedly connected with the second planetary gear set and the third planetary gear set; the first planetary gear set and the second planetary gear set are connected with two connecting rods, and the second planetary gear set and the third planetary gear set are connected with one connecting rod and the clutch II; the wheel driving shaft is fixedly connected with the third planetary gear set through a gear.
The invention has the beneficial effects that:
1. the system efficiency under the multi-working condition is balanced: the three-row planetary gear structure is utilized to realize a power-split hybrid power mode, and the hybrid power automobile has higher system efficiency compared with series-connection and parallel-connection hybrid power automobiles. The two pure electric modes can enable the vehicle to realize pure electric driving under the urban congestion working condition, the input type power split driving mode can provide higher efficiency under the low-speed working condition, and the parallel connection type power split driving mode can further improve the fuel efficiency of the hybrid power system under the high-speed working condition.
2. The acceleration performance is good: the dual motors can enable all parts of the system to output high torque, effectively improve the dynamic property, fuel economy and emission performance of the vehicle, and meanwhile, the existence of the pure electric mode enables the device to be suitable for deep hybrid electric vehicles and plug-in hybrid electric vehicles.
Drawings
Fig. 1 is a schematic structural diagram of an automotive multimode hybrid power coupling device according to the invention.
List of reference numerals:
1-internal combustion engine, 2-first motor generator, 3-second motor generator, 4-output shaft, 5-first planetary gear set, 51-sun gear i, 52-planet carrier i, 53-ring gear i, 6-second planetary gear set, 61-sun gear ii, 62-planet carrier ii, 63-ring gear ii, 7-third planetary gear set, 71-sun gear iii, 72-planet carrier iii, 73-ring gear iii, 8-gear i, 9-brake i, 10-clutch ii, 11-brake iii.
Detailed Description
The present invention will be further illustrated with reference to the accompanying drawings and specific embodiments, which are to be understood as merely illustrative of the invention and not as limiting the scope of the invention.
As shown in fig. 1, a power transmission device for a hybrid vehicle according to the present invention includes an internal combustion engine 1, a first motor generator 2, a second motor generator 3, an output shaft 4, a first planetary gear set 5, a second planetary gear set 6, a third planetary gear set 7, a gear 8, a brake i 9, a clutch ii 10, and a brake iii;
the first planetary gear set 5 comprises a sun gear I51, a planet carrier I52 and a ring gear I53, one end of the planet carrier I52 is meshed with the sun gear I51, the other end of the planet carrier I52 is meshed with the ring gear I53,
the second planetary gear set 6 comprises a sun gear II 61, a planet carrier II 62 and a gear ring II 63, one end of the planet carrier II 62 is meshed with the sun gear II 61, the other end of the planet carrier II 62 is meshed with the gear ring II 63,
the third planetary gear set 7 comprises a sun gear II 71, a planet carrier II 72 and a gear ring II 73, wherein one end of the planet carrier II 72 is meshed with the sun gear II 71, and the other end of the planet carrier II 72 is meshed with the gear ring II 73;
the internal combustion engine 1 is fixedly connected with a ring gear I53 of the first planetary gear set 5, a planet carrier I52 of the first planetary gear set 5 is fixedly connected with a ring gear II 63 of the second planetary gear set 6, and the first motor generator 2 is fixedly connected with a sun gear I51 of the first planetary gear set 5;
one end of a sun gear II 61 of the second planetary gear set 6 is connected with a brake I9, the other end of the sun gear II is connected with a clutch II 10, a planet carrier II 62 of the second planetary gear set 6 is connected with a planet carrier II 72 of the third planetary gear set 7, and a ring gear II 63 of the second planetary gear set 6 is fixedly connected with a planet carrier I52 of the first planetary gear set 5;
one end of a sun gear II 71 of the third planetary gear set 7 is connected with the clutch II 10, the other end of the sun gear II 71 of the third planetary gear set 7 is fixedly connected with the second motor generator 3, one end of a planet carrier II 72 of the third planetary gear set 7 is fixedly connected with a planet carrier II 62 of the second planetary gear set 6, the other end of the planet carrier II 72 of the third planetary gear set 7 is fixedly connected with the gear 8, and a gear ring II 73 of the third planetary gear set 7 is fixedly connected with a brake III 11;
an output shaft of the first motor generator 2 is fixedly connected with a gear ring I53 of the first planetary gear set 5, and an output shaft of the second motor generator 3 is fixedly connected with a sun gear II 71 of the third planetary gear set 7;
the gear 8 is fixedly connected with the output shaft 4.
The invention realizes a single-motor pure electric mode, a double-motor pure electric mode, a parallel mode and an input type power splitting mode by controlling the connection and the disconnection of the brake I9, the clutch II 10 and the brake III 11. The system also has a hybrid driving mode, a braking energy recovery mode, a pure electric mode and a parking working condition according to whether the engine is started or not, whether the motor generator works or not and whether the vehicle is accelerated or decelerated.
The operation mode and state of the hybrid drive device will be described based on the states of the system actuators, the engine start state, and the motor/generator operation state.
1. Parking mode I: the brake I9, the clutch II 10 and the brake III 11 are all in a separated state, the internal combustion engine 1, the first motor generator 2 and the second motor generator 3 do not work, and the vehicle is in a static state.
2. In the single-motor pure electric mode, the brake I9 and the clutch II 10 are separated, and the brake III 11 is combined.
In this mode, the ring gear iii 73 is fixed by the brake iii 11, the internal combustion engine 1 and the first motor generator 2 are not operated, and the second motor generator 3 is operated alone; the second motor generator 3 is fixedly connected with the gear 8 in a fixed transmission ratio to realize a pure electric driving mode, and the rotating speed and the torque of the second motor generator are directly related to the vehicle speed and the required torque of the vehicle; while the vehicle is in a braking deceleration state, the first motor generator 1 can function as a generator to convert braking energy into electric energy, thereby charging the battery.
3. In the double-motor pure electric mode, the brake I9 is separated, and the clutch II 10 and the brake III 11 are combined.
In this mode, the internal combustion engine 1 is not operated, the first motor generator 2 and the second motor generator 3 are operated, and the first motor generator 2 and the second motor generator 3 are connected through the first planetary gear set 5, the second planetary gear set 6, the third planetary gear set 7 and the clutch ii 10; this mode is similar to the single-motor electric-only mode in that the rotational speeds of the first motor-generator 2 and the second motor-generator 3 are directly related to the vehicle speed, and the torques of the first motor-generator 2 and the second motor-generator 3 can be freely distributed according to the maximization of the overall electric drive efficiency; the vehicle is in a braking and decelerating state, the first motor generator 1 and the second motor generator 3 are used as generators, and braking energy is converted into electric energy so as to charge a battery; the two pure electric modes can improve the overall efficiency of the hybrid electric vehicle under different load working conditions.
4. In the parallel driving mode, the clutch II 10 is separated, and the brake I9 and the brake III 11 are combined.
In this mode, the first motor generator 2 is not operated, the internal combustion engine 1 and the second motor generator 3 are operated; the internal combustion engine 1 is connected via a first planetary gear set 5, a second planetary gear set 6, a third planetary gear set 7 and two fixed connecting rods, the rotational speed of the engine being related to the vehicle speed; the ring gear iii 73 is fixed, and the second motor generator 3 and the gear 8 form a fixed ratio connection through the third planetary gear set 7, the rotation speed of which is related to the vehicle speed; the internal combustion engine 1 and the second motor generator 3 simultaneously provide the torque required by the vehicle, wherein the second motor generator 3 mainly plays a role of auxiliary regulation and helps to improve the thermal efficiency of the internal combustion engine 1; the vehicle is in a braking and decelerating state, and the second motor generator 3 is used as a generator to convert braking energy into electric energy so as to charge the battery; the parallel drive mode is more efficient at high speeds or some specific operating conditions.
5. In the input power split mode, brake i 9 and clutch ii 10 are disengaged and brake iii 11 is engaged.
In this mode, the internal combustion engine 1, the first motor generator 2, and the second motor generator 3 are all operated; planet wheel i 52, sun wheel ii 61 connect the first planetary gear set 5 with the second planetary gear set 6, the fixed connecting rod: the planetary gears ii 62, iii 72 connect the second planetary gear set 6 to the third planetary gear set 7.
The internal combustion engine 1 is connected with the first motor generator 2 through the first planetary gear set 5, the ring gear iii 73 is fixed, and the second motor generator 3 and the gear 8 are connected with each other through the third planetary gear set 7 to form a fixed gear ratio;
the power of the internal combustion engine 1 is input to a gear ring I53 of a first row of planetary gear system through an output shaft of the internal combustion engine, and at the moment, the whole first row of planetary gear sets 5 is used as a power dividing mechanism; at this time, the first motor generator 2 mainly functions to operate the internal combustion engine 1 in its optimum fuel economy efficiency region by adjusting its own rotation speed; when the engine energy is larger than the required power, the second motor generator 3 converts the redundant engine energy into electric energy to charge the battery, and when the engine energy is smaller than the required power, the second motor generator 3 serves as a motor to provide energy to drive the vehicle; in this mode, when the engine is not started, a pure electric drive mode or a braking energy recovery mode can be realized by coordinating the two motor generators; the hybrid drive mode is achieved when the engine is started.
The following table is a summary of the working modes of the invention:
TABLE 1 summary of operating modes
The invention utilizes the structure of three rows of planetary gear sets to realize the power transmission device for the hybrid electric vehicle, which has a single-motor pure electric mode, a double-motor pure electric mode, a parallel mode and an input type power splitting mode and has higher system efficiency.
By engaging and disengaging the brake I9, the clutch II 10 and the brake III 11, a single-motor pure electric mode, a double-motor pure electric mode, a parallel mode and an input type power splitting mode can be realized. The single-motor and double-motor pure electric mode can enable the vehicle to realize pure electric drive under the urban congestion working condition, and meanwhile, the first motor generator 1 and the second motor generator 3 are used as generators to convert braking energy into electric energy when the vehicle brakes, so that the battery is charged, and the input type power shunt driving mode can provide higher efficiency under the low-speed working condition.
The system can adapt to complex and variable working environments by multiple working modes, effectively improves and improves the dynamic property, fuel economy and emission performance of the vehicle, and is suitable for deep hybrid vehicles and plug-in hybrid vehicles.
Claims (5)
1. A power transmission device for a hybrid vehicle, characterized in that:
the hybrid power generation system comprises an internal combustion engine (1), a first motor generator (2), a second motor generator (3), an output shaft (4), a first planetary gear set (5), a second planetary gear set (6), a third planetary gear set (7), a gear (8), a brake I (9), a clutch II (10) and a brake III (11);
the internal combustion engine (1) is fixedly connected with the first planetary gear set (5), the first motor generator (2) is fixedly connected with the first planetary gear set (5), and the second motor generator (3) is fixedly connected with the third planetary gear set (7);
the brake I (9) is fixedly connected with the second planetary gear set (6), and two ends of the clutch II (10) are respectively fixedly connected with the second planetary gear set (6) and the third planetary gear set (7);
the first planetary gear set (5) and the second planetary gear set (6) are connected with two connecting rods, and the second planetary gear set (6) and the third planetary gear set (7) are connected with one connecting rod and a clutch II (10);
the output shaft (4) is fixedly connected with the third planetary gear set (7) through a gear (8);
the first planetary gear set (5) comprises a sun gear I (51), a planet carrier I (52) and a gear ring I (53), one end of the planet carrier I (52) is meshed with the sun gear I (51), and the other end of the planet carrier I (52) is meshed with the gear ring I (53);
the second planetary gear set (6) comprises a sun gear II (61), a planet carrier II (62) and a gear ring II (63), one end of the planet carrier II (62) is meshed with the sun gear II (61), and the other end of the planet carrier II (62) is meshed with the gear ring II (63);
the third planetary gear set (7) comprises a sun gear III (71), a planet carrier III (72) and a gear ring III (73), one end of the planet carrier III (72) is meshed with the sun gear III (71), and the other end of the planet carrier III (72) is meshed with the gear ring III (73);
the sun gear I (51) is fixedly connected with the first motor generator (2), one end of the planet carrier I (52) is fixedly connected with the gear ring II (63), the other end of the planet carrier I is fixedly connected with the sun gear II (61), and the gear ring I (53) is fixedly connected with the internal combustion engine (1);
the sun gear II (61) is fixedly connected with the sun gear I (51), one end of the planet carrier II (62) is fixedly connected with the gear ring II (63), the other end of the planet carrier II (62) is fixedly connected with the planet carrier III (72), and the gear ring II (63) is fixedly connected with the gear ring I (53);
one end of the sun gear III (71) is fixedly connected with the second motor generator (3), the other end of the sun gear III (71) is connected with the clutch II (10), one end of the planet carrier III (72) is fixedly connected with the planet carrier II (62), the other end of the planet carrier III is fixedly connected with the gear (8), and the gear ring III (73) is fixedly connected with the sun gear III (71);
the brake I (9) is fixedly connected with the sun gear II (61), one end of the clutch II (10) is connected with the sun gear II (61), the other end of the clutch II is fixedly connected with the gear ring III (73), and the brake III (11) is connected with the gear ring III (73);
an output shaft of the first motor generator (2) is fixedly connected with a sun gear I (51), and an output shaft of the second motor generator (3) is fixedly connected with a sun gear III (71).
2. A power transmission device for a hybrid vehicle according to claim 1, characterized in that: the brake I (9) and the clutch II (10) are separated, and when the brake III (11) is combined, the electric vehicle is in a single-motor pure electric mode.
3. A power transmission device for a hybrid vehicle according to claim 1, characterized in that: the brake I (9) is separated, and the clutch II (10) and the brake III (11) are combined; when the internal combustion engine (1) does not work and the first motor generator (2) and the second motor generator (3) work, the two-motor pure electric mode is realized.
4. A power transmission device for a hybrid vehicle according to claim 1, characterized in that: the clutch II (10) is separated, and the brake I (9) and the brake III (11) are combined; when the first motor generator (2) does not work and the internal combustion engine (1) and the second motor generator (3) work, the parallel connection mode is realized.
5. A power transmission device for a hybrid vehicle according to claim 1, characterized in that: the brake I (9) and the clutch II (10) are separated, and the brake III (11) is combined; when the internal combustion engine (1), the first motor generator (2) and the second motor generator (3) work, the power split mode is achieved.
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| Application Number | Priority Date | Filing Date | Title |
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| CN201910003363.3A CN109795306B (en) | 2019-01-03 | 2019-01-03 | Power transmission device for hybrid electric vehicle |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910003363.3A CN109795306B (en) | 2019-01-03 | 2019-01-03 | Power transmission device for hybrid electric vehicle |
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| CN109795306A CN109795306A (en) | 2019-05-24 |
| CN109795306B true CN109795306B (en) | 2022-02-22 |
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Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100969084B1 (en) * | 2008-06-11 | 2010-07-09 | 현대자동차주식회사 | Power Train of Hybrid Vehicle |
| KR100969072B1 (en) * | 2008-06-12 | 2010-07-09 | 현대자동차주식회사 | Power Train of Hybrid Vehicle |
| US8708853B2 (en) * | 2011-04-14 | 2014-04-29 | GM Global Technology Operations LLC | Hybrid transmission with three planetary gear sets and two interconnecting members and with synchronous shift between series and compound-split operating modes |
| KR101427959B1 (en) * | 2012-12-12 | 2014-08-11 | 현대자동차 주식회사 | Power transmission system of hybrid electric vehicle |
| CN105109326B (en) * | 2015-08-19 | 2017-06-27 | 南京理工大学 | A kind of hybrid power transmission drive device |
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