CN110303874B - Power split-combined hybrid transmission - Google Patents
Power split-combined hybrid transmission Download PDFInfo
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- CN110303874B CN110303874B CN201910599643.5A CN201910599643A CN110303874B CN 110303874 B CN110303874 B CN 110303874B CN 201910599643 A CN201910599643 A CN 201910599643A CN 110303874 B CN110303874 B CN 110303874B
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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
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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
- B60K6/42—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
- B60K6/44—Series-parallel type
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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
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
- B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
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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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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- General Engineering & Computer Science (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention provides a power split-flow combined type hybrid transmission which comprises a first motor, a transmission part, a differential mechanism and a second motor, wherein the transmission part comprises a first planetary gear train capable of inputting power of an internal combustion engine, a second planetary gear train capable of outputting power, a first input shaft connected with the first planetary gear train, a second sun gear shaft penetrating through the center of the second planetary gear train, a second input shaft coaxially arranged with the second sun gear shaft, a brake capable of braking the second sun gear shaft, a clutch connected with the second input shaft and the second sun gear shaft, a second gear pair arranged on the first input shaft and the second input shaft and a first gear pair arranged on the first input shaft and the second sun gear shaft. The invention can distribute the power of the internal combustion engine to the first motor and the transmission part through the first planetary gear system, can transmit the power to the transmission part through the second motor or recover braking energy, and can carry out speed coupling on the power of the second motor and the internal combustion engine through the second planetary gear system.
Description
Technical Field
The invention belongs to the field of new energy automobiles, and particularly relates to a power split-flow combined type hybrid power transmission.
Background
According to the energy-saving and new energy industry development planning (2012-2020) issued by the industrial information department, regarding hundred kilometers of fuel consumption of passenger cars, china needs to comprehensively achieve the aim of being lower than 5L in 2020. However, conventional automobiles using fuel as the sole source of power have failed to meet increasingly stringent low fuel consumption standards.
At present, aiming at the problem of reducing oil consumption, the scheme adopted by each whole car factory is as follows: 1) The pure electric vehicle is developed, and has no direct fuel consumption and no tail gas emission, but has the problems of low endurance mileage, high battery cost, inconvenient charging, safety, long service life, and the like; 2) Development of alternative energy automobiles, such as gas fuel automobiles, ethanol fuel automobiles, hydrogen fuel automobiles, fuel cells and the like, has high cost, and the technology is not mature; 3) A hybrid electric vehicle, namely an internal combustion engine and a motor jointly drive the vehicle, is developed, and the internal combustion engine can work in an optimal fuel consumption area by effectively controlling torque and rotation speed, so that the aim of reducing fuel consumption is fulfilled. From the above, the hybrid power technology can well extend to the traditional automobile power technology, the technical threshold is relatively low, and the motor control technology is mature, so that more manpower and material resources are input into the hybrid power project by all factories.
Hybrid electric vehicles have various implementation forms, and the most common in the market at present are parallel hybrid electric systems and series-parallel hybrid electric systems.
A parallel hybrid power system is formed by adding one to two power motors on the basis of a conventional transmission, transmitting power to an automobile axle in parallel with an internal combustion engine, and commonly configuring a charging device to form a plug-in hybrid power transmission. However, the parallel hybrid power system requires a power battery with larger energy, has higher manufacturing cost, and the internal combustion engine cannot always work in the optimal oil consumption area, so that the energy-saving effect of the parallel hybrid power system has a large excavation space.
The series-parallel hybrid power system is mainly characterized by a power splitting planetary gear, such as THS systems configured on Lexus RX400h and Camry vehicle types of Toyota company, and the transmission part of the series-parallel hybrid power system comprises two planetary gear trains and three pairs of external meshing gear pairs. However, the hybrid power system in the series-parallel connection mode only has one gear, so that the automobile cannot have the same energy-saving effect in two states of low speed and high speed at the same time; meanwhile, according to feedback of the market to the Toyota company power train system, the fuel saving effect of the system in a high-speed state is reduced, and the vehicle power performance is poor.
Disclosure of Invention
Aiming at the prior art, the invention aims to provide a power split-flow combined type hybrid transmission with two different speed ratios.
In order to solve the technical problem, the invention provides a power split-flow combined type hybrid transmission, which comprises a first motor, a transmission part, a differential mechanism and a second motor, wherein the transmission part comprises:
the first planetary gear system is used for inputting power of the internal combustion engine and comprises a first gear ring, a first planet carrier, first planetary gears, a first sun gear and a first hollow shaft, wherein one end of the first planet carrier is connected with the internal combustion engine, the other end of the first planet carrier is circumferentially and uniformly connected with a plurality of first planetary gears which can be meshed with the first gear ring for transmission, the first hollow shaft is sleeved on the first planet carrier, one end of the first hollow shaft is connected with the first motor, the other end of the first hollow shaft is connected with the first sun gear which can be meshed with the first planetary gears for transmission, and the first ring gear is also connected with a first input shaft;
the second planetary gear train is used for outputting power and comprises a second gear ring, a second planet carrier, second planet gears, a second sun gear and a second hollow shaft, wherein one end of the second hollow shaft is provided with a main reduction gear which can be meshed with the differential mechanism for transmission, the other end of the second hollow shaft is connected with the second planet carrier, a plurality of second planet gears which can be meshed with the second gear ring for transmission are uniformly distributed on the second planet carrier in the circumferential direction, a second sun gear shaft which is arranged in parallel with the first input shaft is penetrated in the second hollow shaft, and a second sun gear which can be meshed with the second planet gears for transmission is arranged on the second sun gear shaft;
a brake for braking the second sun gear shaft, the brake being fixedly mounted on the transmission housing;
the clutch is used for combining or disconnecting power, two ends of the clutch are respectively connected with a second input shaft and a second sun gear shaft, and the other end of the second input shaft is connected with the second motor;
the first gear pair comprises a first gear arranged on the first input shaft and a second gear arranged on the output shaft;
the second gear pair includes a third gear mounted on the first input shaft and a fourth gear mounted on the second input shaft.
More preferably, the number of the first planet gears and the second planet gears can be set to be 2-8.
Compared with the prior art, the invention has the beneficial effects that:
the invention can distribute the power of the internal combustion engine to the first motor and the first planetary gear system of the transmission part by arranging the first motor capable of driving the internal combustion engine, can transmit the power to the transmission part or recover the braking energy, can cooperate with a brake and a clutch, and can carry out speed coupling on the power of the second motor and the internal combustion engine, thereby realizing the following functions: 1) All functions required for improving the fuel economy are provided, including motor independent driving under low load, hybrid driving for realizing speed coupling, braking energy recovery and the like; 2) Providing two different speed ratios to cover two states of low speed and high speed of the vehicle respectively, so that the vehicle or the power assembly system has excellent fuel saving capability and excellent power performance; 3) When the vehicle is switched from the driving state to the braking state, no mechanical gear shifting or hydraulic switching action is needed, gear shifting impact is avoided, braking is quick, operability is good, and comfort is good.
Drawings
FIG. 1 is a schematic illustration of a power split-flow hybrid transmission of the present invention applied to a powertrain system;
FIG. 2 is a schematic diagram of a power split-flow hybrid transmission of the present invention in combination with an internal combustion engine, an inverter assembly, a hybrid transmission control unit, and a power cell;
FIG. 3 is a schematic illustration of the drive portion of the hybrid transmission of FIG. 2;
FIG. 4 is a schematic illustration of the operating conditions of a power split-flow hybrid transmission according to the present invention;
FIG. 5 is a schematic diagram of a driving parameter calculation process under the low-gear and high-gear hybrid driving conditions in FIG. 4;
FIG. 6 is a schematic power flow diagram of the low range hybrid drive of FIG. 4;
FIG. 7 is a schematic power flow diagram of FIG. 4 during a high-range hybrid drive condition;
FIG. 8 is a schematic diagram of a first embodiment of a hydraulic control portion of a power split-flow hybrid transmission according to the present invention;
FIG. 9 is a schematic diagram of a sequence of actuation of the brake and clutch of FIG. 2;
FIG. 10 is a schematic diagram of a second embodiment of a hydraulic control portion of a power split-flow hybrid transmission according to the present invention;
illustration of: a 1-power battery, a 2-power battery control unit, a 3-control bus, a 4-internal combustion engine control unit, a 5-internal combustion engine, a 6-hybrid transmission, a 61-first electric machine, a 62-transmission portion, a 6211-first ring gear, a 6212-first carrier, a 6213-first planetary gear, a 6214-first sun gear, a 6215-first hollow shaft, a 6221-second ring gear, a 6222-second carrier, a 6223-second planetary gear, a 6224-second sun gear, a 6225-second hollow shaft, a 6231-first gear, a 6232-second gear, a 6241-third gear, 6242-fourth gear, 625-brake, 626-clutch, 627-main reduction gear, 628-first input shaft, 629-second input shaft, 630-second sun gear shaft, 63-differential, 64-second motor, 7-inverter assembly, 71-first inverter, 72-second inverter, 8-hybrid transmission control unit, 9-harness, 101-tank, 102-oil pump, 103-oil pump motor, 104-filter, 105-throttle, 106-pressure sensor, 107-clutch cylinder, 108-brake cylinder.
Detailed Description
The invention will be further described with reference to the drawings and preferred embodiments.
The present invention provides a power split-flow hybrid transmission that is a component of a vehicle powertrain system, not a powertrain system, and is included in the present invention, while for the convenience of understanding of the technical scheme of the present invention, this embodiment provides a schematic structural view (shown in fig. 1) of the present invention applied to a powertrain system including a power battery 1, a power battery control unit 2, a control bus 3, an internal combustion engine control unit 4, an internal combustion engine 5, a hybrid transmission 6, an inverter assembly 7, a hybrid transmission control unit 8, a wire harness 9, and a hydraulic control portion (not shown in the figure). The hybrid transmission 6 is mechanically connected to the internal combustion engine 5, so that the torque and the movement of the internal combustion engine 5 can be transmitted to the hybrid transmission 6 via a damper (not shown). The hybrid power transmission control unit 8 is electrically connected with the power battery control unit 2, the internal combustion engine control unit 4, the inverter assembly 7 and the hybrid power transmission 6 through the control bus 3 respectively; the hybrid transmission 6 and the inverter assembly 7 may also be connected in telecommunication via the control bus 3; the hybrid transmission 6 and the power cell 1 may be electrically connected by a wire harness 9, so that the direct current of the power cell 1 may be converted into the driving current required to drive the hybrid transmission 6 by the inverter assembly 7, and the current generated by the hybrid transmission 6 may be converted into the direct current required by the power cell 1 by the inverter assembly 7.
Fig. 2 is a schematic structural diagram of a power split-flow hybrid transmission, an internal combustion engine, an inverter assembly, a hybrid transmission control unit and a power battery according to the present invention, and the power split-flow hybrid transmission includes a hybrid transmission 6, an internal combustion engine 5, an inverter assembly 7, a hybrid transmission control unit 8 and a power battery 1 according to the present embodiment. The above-described hybrid transmission 6 includes a first electric motor 61, a power transmitting portion 62, a differential gear 63, and a second electric motor 64, wherein the first electric motor 61 can start the internal combustion engine 5 in the motor state, and can receive the power of the internal combustion engine 5 in the generator state. When the first motor 61 receives the power transmitted from the internal combustion engine 5, it is possible to charge the power battery 1, and it is also possible to directly drive the second motor 64 through the first inverter 71 and the second inverter 72, and the second motor 64 can generate power in the motor state and transmit it to the wheels through the transmission portion 62 and the differential gear 63; in addition, when the vehicle is braked, the braking energy may be used to generate electric power and stored in the power battery 1.
As shown in fig. 3, the transmission part of the present embodiment includes a first planetary gear train, a second planetary gear train, a first gear pair, a second gear pair, a brake 625, a clutch 626, a main reducing gear 627, a first input shaft 628, a second input shaft 629, and a second sun gear shaft 630. Wherein the first planetary train comprises a first gear ring 6211, a first planet carrier 6212, a first planetary gear 6213, a first sun gear 6214 and a first hollow shaft 6215, the second planetary train comprises a second gear ring 6221, a second planet carrier 6222, a second planetary gear 6223, a second sun gear 6224 and a second hollow shaft 6225, the first gear pair comprises a first gear 6231 and a second gear 6232, and the second gear pair comprises a third gear 6241 and a fourth gear 6242. The first carrier 6212 may be mechanically connected to the internal combustion engine 5 at one end and mounted with 3 first planetary gears 6213 at the other end, and the first planetary gears 6213 may be meshed with the first ring gear 6211. The first hollow shaft 6215 is also mounted on the first planet carrier 6212, one end of the first hollow shaft 6215 remote from the first planet wheel 6213 being mechanically connectable to the first electric machine 61, while the other end is fixedly connected to the first sun gear 6214, the first sun gear 6214 being in mesh with the first planet wheel 6213, so that the power of the internal combustion engine 5 can be fed to the first planetary gear train. The first gear ring 6211, the first gear 6231 and the third gear 6241 may be designed and manufactured as one integral part with the first input shaft 628, or may be formed by welding or directly mechanically assembling the several parts together, and in this embodiment, in consideration of factors such as manufacturing manufacturability, a direct mechanical assembling manner is adopted, that is, the first gear ring 6211, the first gear 6231 and the third gear 6241 are fixedly installed on the first input shaft 628 in sequence. A fourth gear 6242 is fixedly mounted on the second input shaft 629, the fourth gear 6242 can be meshed with the third gear 6241 for transmission, and one end of the second input shaft 629 can be mechanically connected with the second motor 64, and the other end is connected with the clutch 626. One end of the second sun gear shaft 630 is also connected to a clutch 626, which clutch 625 can be engaged or disengaged by a hydraulic control part in the powertrain system according to the main oil pressure. A second gear 6232 is also mounted on the second sun gear shaft 630, and the second gear 6232 can be meshed with the first gear 6231 for transmission. A second hollow shaft 6225 is also provided at the other end of the second sun gear shaft 630, one end of the second hollow shaft 6225 being fixedly connected to the second planet carrier 6222, and the other end being fixedly connected to a main reducing gear 627, the main reducing gear 627 being in meshed engagement with the differential 63. The second planet carrier 6222 has four second planet gears 6223 mounted thereon, which second planet gears 6223 can be in mesh with a second sun gear 6224 fixedly mounted on a second sun gear shaft 630 and can be in mesh with a second ring gear 6221, while the second ring gear 6221 can be mechanically assembled with the above-mentioned second gear 6232 by welding or directly. A brake 625 is also installed outside the second sun gear shaft 630, and the brake 625 may be also engaged or disengaged by the hydraulic control portion according to the main oil pressure.
FIG. 4 is a schematic diagram of a power split-flow hybrid transmission according to the present invention, including the following operating conditions: 1) Starting a cold internal combustion engine working condition; 2) Parking and charging conditions; 3) Low-gear pure electric driving working condition; 4) Reverse gear working conditions; 5) Low-gear hybrid driving conditions; 6) Low-gear braking energy recovery working conditions; 7) High-grade pure electric driving working condition 8) high-grade mixed driving working condition; 9) High-grade braking energy recovery working condition.
To better illustrate the working states of the transmission in the low-gear and high-gear working conditions in this embodiment, the rotational speeds and the number of teeth of each gear are defined as follows:
wherein, the total speed ratio of the low-gear pure electric drive is as follows:
i 1 ＝i 0 i 12 i 43 (K 2 +1)/K 2
the total speed ratio of the high-grade pure electric drive is as follows:
i 2 ＝i 0 i 12 i 43 (K 2 +1)/(K 2 +i 12 i 43 )
the first planetary gear train divides the power of the internal combustion engine, and the rotation speed relation is as follows:
ω e *(k 1 +1)＝ω 6 +ω 5 *k 1
the second planetary gear train is used for converging the power of the internal combustion engine, and the rotation speed relationship is as follows:
ω 0 *(k 2 +1)＝ω 2 +ω 3 *k 2
starting cold internal combustion engine working conditions: when the amount of power of the power battery 1 is smaller than a certain threshold value when the vehicle starts to start from standstill, the internal combustion engine 5 may be started by the first electric motor 61.
Parking charging condition: after the internal combustion engine 5 is started, the power battery 1 can be charged in a vehicle stop state, so that inconvenience caused by insufficient battery power (such as long-time idling of the vehicle and long-time self-discharge of the battery) during vehicle starting can be avoided.
Low-gear pure electric driving working condition: when the vehicle speed is low and the required power is low, the low-gear pure electric driving working condition can be entered. Under this condition, the brake 625 is engaged, the clutch 626 is disengaged, and the second electric machine 64 is activated, and power may be output to the differential 63 and wheels via the fourth gear 6242, the third gear 6241, the first gear 6231, the second gear 6232, the second ring gear 6221, the second planetary gear 6223, the main reduction gear 627 in that order. At this time, since the ratio of each gear pair is relatively large, the output torque amplification factor of the second motor 64 is correspondingly higher, and the vehicle has relatively good power performance; meanwhile, at the same vehicle speed, the second motor 64 in the low-gear pure electric driving condition in the present embodiment has a higher rotational speed and thus higher efficiency than other transmissions having a smaller speed.
Reverse gear working condition: the internal combustion engine 5 is in an inactive and non-generating state, while the power and torque required for reverse gear must be provided by the power cell 1 and the second electric machine 64. Because the power battery 1 and the second motor 64 have the characteristics of high efficiency and large torque, the power battery 1 with smaller energy can be selected under the same working condition, so that the cost is saved; meanwhile, the transmission can provide larger driving torque for a longer time, and is particularly suitable for cold areas where the power of the power battery 1 cannot be normally exerted, or extreme working conditions such as reversing and ascending, vehicles entering deep lanes and the like, and has strong applicability.
High-grade pure electric driving working condition: when the vehicle speed is higher and the required power is not large, the high-grade pure electric driving working condition is entered. Under this condition, the brake 625 is in a released state, the clutch 626 is in a combined state, meanwhile, the second motor 64 is started, the power can be split into two paths at the fourth gear 6242, one path of power can be sequentially transmitted to the second gear ring 6221 through the third gear 6241, the first gear 6231 and the second gear 6232, the other path of power can be directly transmitted to the second sun gear 6242 through the clutch 626, and the two paths of power are finally combined in the second planetary gear train and are output to the differential 63 and wheels through the main reducing gear 627. At this time, the second motor 64 can be prevented from operating in a region where the rotation speed is too high and the efficiency is low due to the split and merge functions of the power.
When the required power is high or the battery energy is low, a low-grade or high-grade mixed driving working condition is entered, at this time, the two mixed driving working conditions and specific driving parameters are selected, the required power and the vehicle speed are used as main basis, calculation and selection are performed by taking the minimum fuel consumption of the internal combustion engine as a target, and the driving parameter selection is specifically shown in fig. 5. It should be noted that the calculation of these driving parameters can be accomplished off-line during the software design and calibration operation, without affecting the response speed of the vehicle to load changes, and the algorithm shown in fig. 5 is only one of the driving parameter algorithms.
Low range hybrid drive operating conditions (with power flow as shown in fig. 6): the brake 625 is in a combined state, the clutch 626 is in a separated state, the internal combustion engine 5 generates power and inputs the power to the first planetary gear train, the first planetary gear train divides the power, a part of the power is output to the first motor 61, the first motor 61 is enabled to work in a generating state, and the mechanical energy of the internal combustion engine 5 is finally converted into electric energy and is input into the power battery 1 or used for directly driving the second motor 64; another portion of the power may be transferred through the first ring gear 6211 to the first gear 6231, where it may be torque coupled with motion from the second electric machine 64, and ultimately output through the second planetary gear train to the differential 63 and wheels.
High-range hybrid drive conditions (power flow of which is shown in fig. 7): the brake 625 is in a released state, the clutch 626 is in a combined state, the internal combustion engine 5 generates power and inputs the power to the first planetary gear train, the first planetary gear train divides the power, a part of the power is output to the first motor 61, the first motor 61 is enabled to work in a power generation state, and the mechanical energy of the internal combustion engine 5 is finally converted into electric energy and is input into the power battery 1 or used for directly driving the second motor 64; another portion of the power may be transferred through the first ring gear 6211, the first gear 6231, the second gear 6232 to the second ring gear 6221, and simultaneously through the third gear 6241 to the fourth gear 6242, where it may be torque coupled with motion from the second motor 64 and transferred directly through the clutch 626, the second sun gear 630 to the second sun gear 6224, where the two power paths eventually merge in the second planetary gear train and are output by the main reduction gear 627 to the differential 63 and wheels. Of course, the power transfer path described above may be transferred from either the fourth gear 6242 to the third gear 6241 or the third gear 6241 to the fourth gear 6242, depending on the torque split strategy of the transmission.
Low-gear and high-gear braking energy recovery working conditions: from the drive state to the braking state, energy recovery may be performed by the second motor 64. When the vehicle is lowered from the high speed state to a certain threshold value, the control system acts and brings the vehicle into a low speed state, and at this time, due to the two groups of different speed ratios, the energy efficiency under the braking condition can be optimized, so that the second motor 64 can effectively generate electricity at a lower vehicle speed and store the electricity in the power battery 1. Meanwhile, under the two braking energy recovery working conditions, mechanical gear shifting or hydraulic part action is not needed at the beginning of braking, so that the driving feeling is better.
The hydraulic control part controls the working states of the clutch and the brake, the power interruption is avoided in the gear shifting process, the second motor 64 is switched from the driving state to the power generation state, and only the adjustment of the control parameters of the second motor 64 is involved, namely, the mechanical switching is not needed, so that gear shifting impact is not generated, the switching between working conditions is more flexible and quick, and the driving feeling is better; meanwhile, the operation parameters such as the switching time between working conditions, the speed of switching action, the control of the torque in the switching process and the like can be determined by the calibration of the transmission.
In addition, in the present invention, there is also provided a schematic structural view of the hydraulic control section, as shown in fig. 8. The hydraulic control part comprises an oil tank 101, an oil pump 102, an oil pump motor 103, a filter 104, a throttle 105, a pressure sensor 106, a clutch oil cylinder 107 and a brake oil cylinder 108, wherein the clutch oil cylinder 107 and the brake oil cylinder 108 are respectively connected with a clutch 626 and a brake 625 and control the working states thereof, so that the brake 625 is in a normally closed state, and the clutch 626 is in a normally open state, namely, a low gear state of the transmission; at the same time, the clutch cylinder 107 and the brake cylinder 108 share one set of the oil pump 102 and the oil pump motor 103, so that the manufacturing cost can be reduced. Of course, two sets of oil pump 102 and oil pump motor 103 may be used to control the clutch cylinder 107 and brake cylinder 108 (as shown in fig. 10), respectively, so that the operating states of the clutch 626 and brake 625 may be controlled, respectively, to make them more flexible, although the manufacturing cost may be increased.
As shown in fig. 9, which is a schematic diagram illustrating the actuation sequence of the brake and the clutch, when the pressure of the main oil path increases, the brake 625 is released first, then the clutch 626 is combined gradually, and the transmission gradually enters a high-gear working condition, so that the adverse action of abnormal sliding wear of the brake 625 or the clutch 626 caused by the fact that the second sun gear 6224 is still in a full or partial braking state when the clutch 626 transmits power to the second sun gear 6224 can be avoided; when the pressure of the main oil passage is reduced, the clutch 626 will be released first, and then the brake 625 is gradually combined, so that the adverse actions of the brake 625 or the clutch 626 caused by abnormal sliding wear can be avoided, wherein the clutch 626 still transmits power to the second sun gear 6224, and the second sun gear 6224 is still in a full or partial braking state.
The foregoing description of the preferred embodiments of the present invention has been presented only in terms of those specific and detailed descriptions, and is not, therefore, to be construed as limiting the scope of the invention. It should be noted that modifications, improvements and substitutions can be made by those skilled in the art without departing from the spirit of the invention, which are all within the scope of the invention. Accordingly, the scope of protection of the present invention is to be determined by the appended claims.
Claims (2)
1. A power split-flow hybrid transmission comprising a first electric machine, a transmission portion, a differential, and a second electric machine, wherein the transmission portion comprises:
the first planetary gear system is used for inputting the power of the internal combustion engine and comprises a first gear ring, a first planet carrier, first planetary gears, a first sun gear and a first hollow shaft, wherein one end of the first planet carrier is connected with the internal combustion engine, the other end of the first planet carrier is circumferentially and uniformly connected with a plurality of first planetary gears which can be meshed with the first gear ring for transmission, the first hollow shaft is sleeved on the first planet carrier, one end of the first hollow shaft is connected with the first motor, and the other end of the first hollow shaft is connected with the first sun gear which is meshed with the first planetary gears for transmission;
the second planetary gear train is used for outputting power and comprises a second gear ring, a second planet carrier, second planet gears, a second sun gear and a second hollow shaft, one end of the second hollow shaft is sleeved with a main reducing gear meshed with the differential mechanism, the other end of the second hollow shaft is connected with the second planet carrier, a plurality of second planet gears meshed with the second gear ring are uniformly distributed and connected on the second planet carrier in the circumferential direction, a second sun gear shaft parallel to the first input shaft is penetrated in the second hollow shaft, and a second sun gear meshed with the second planet gears is fixedly arranged on the second sun gear shaft;
a brake for braking the second sun gear shaft, the brake being fixedly mounted on the transmission housing;
the clutch is used for combining or disconnecting power, two ends of the clutch are respectively connected with a second input shaft and a second sun gear shaft, and the other end of the second input shaft is connected with the second motor;
the first gear pair comprises a first gear arranged on the first input shaft and a second gear sleeved on the second sun gear shaft, and the second gear ring and the second gear are assembled together through welding or direct mechanical assembly;
the second gear pair comprises a third gear arranged on the first input shaft and a fourth gear arranged on the second input shaft;
the first gear ring, the first gear and the third gear are sequentially and fixedly arranged on the first input shaft.
2. A power split-flow hybrid transmission as claimed in claim 1, wherein: the number of the first planet gears and the second planet gears can be set to be 2-8.
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| CN201910599643.5A CN110303874B (en) | 2019-07-04 | 2019-07-04 | Power split-combined hybrid transmission |
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| CN1888475A (en) * | 2006-07-13 | 2007-01-03 | 上海交通大学 | Mechanical and electric mixed electric controlling stepless variable speed driving system |
| CN203157690U (en) * | 2012-12-07 | 2013-08-28 | 常州万安汽车部件科技有限公司 | Multi-mode hybrid power system |
| KR101509706B1 (en) * | 2013-10-07 | 2015-04-08 | 현대자동차 주식회사 | Transmission system of hybrid electric vehicle |
| KR101610103B1 (en) * | 2014-06-26 | 2016-04-08 | 현대자동차 주식회사 | Power transmission system of hybrid electric vehicle |
| CN104924889B (en) * | 2015-06-30 | 2017-08-22 | 天津清源电动车辆有限责任公司 | A kind of hybrid power system and motor vehicle driven by mixed power and hybrid driving method |
| CN205395751U (en) * | 2016-02-29 | 2016-07-27 | 北京汽车动力总成有限公司 | Hybrid assembly device and car |
| DE102017202160A1 (en) * | 2017-02-10 | 2018-08-16 | Volkswagen Aktiengesellschaft | Drive arrangement for a hybrid vehicle and method for its operation |
| CN210591370U (en) * | 2019-07-04 | 2020-05-22 | 格特拉克（江西）传动系统有限公司 | Power split-confluence type hybrid power transmission |
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Address after: No. 169, Meilin Street, Economic and Technological Development Zone, Nanchang City, Jiangxi Province Applicant after: Magna powertrain (Jiangxi) Co.,Ltd. Address before: No. 169, Meilin street, Changbei Economic and Technological Development Zone, Nanchang City, Jiangxi Province Applicant before: GETRAG (JIANGXI) TRANSMISSION Co.,Ltd. |
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