CN110816248B - Power transmission system of hybrid vehicle and hybrid vehicle - Google Patents

Power transmission system of hybrid vehicle and hybrid vehicle Download PDF

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Publication number
CN110816248B
CN110816248B CN201810898497.1A CN201810898497A CN110816248B CN 110816248 B CN110816248 B CN 110816248B CN 201810898497 A CN201810898497 A CN 201810898497A CN 110816248 B CN110816248 B CN 110816248B
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clutch
brake
engaged
mode
disengaged
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CN110816248A (en
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邰昌宁
凌晓明
刘学武
马粉粉
周友
张安伟
关佳景
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Guangzhou Automobile Group Co Ltd
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Guangzhou Automobile Group Co Ltd
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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
    • 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
    • B60K6/24—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 combustion engines
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • 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

Abstract

A power transmission system of a hybrid vehicle and the hybrid vehicle, the power transmission system includes a first planetary gear mechanism; a second planetary gear mechanism; a third planetary gear mechanism; an input element connected with the third planet carrier; an output member connected with the third ring gear; the first planet carrier is fixedly connected with a rotor of the first motor; the first sun gear is fixedly connected with the rotor of the second motor; the first clutch is connected between the first sun gear and the first brake; the second clutch is connected between the first sun gear and the second gear ring; the first planet carrier is connected with the first brake; one end of the second brake is connected with the second gear ring; the first planet carrier and the second sun gear, the first gear ring and the third sun gear, and the second planet carrier and the third gear ring are respectively and fixedly connected. The power transmission system realizes multiple working modes through reasonable layout of the planet row, improves the performance of the gearbox system, and further obtains higher transmission efficiency.

Description

Power transmission system of hybrid vehicle and hybrid vehicle
Technical Field
The invention relates to the technical field of hybrid vehicles, in particular to a power transmission system of a hybrid vehicle and the hybrid vehicle.
Background
With the stricter and stricter environmental protection measures in various countries in the world, hybrid vehicles become a key point for automobile research and development due to the characteristics of energy conservation, low emission and the like. Under the current technical level and application conditions, the hybrid electric vehicle is the vehicle model with the most industrialized and marketized prospects in the electric vehicles. The hybrid electric vehicle adopts the internal combustion engine and the electric motor as the hybrid power source, has the advantages of good dynamic property of the fuel engine, fast reaction and long working time, has the advantages of no pollution and low noise of the electric motor, and achieves the optimal matching of the engine and the electric motor.
At present, a driving system of a hybrid electric vehicle mainly includes three basic forms of series connection, parallel connection and series-parallel connection (power split type). In a series connection mode, the engine and the output shaft are not mechanically connected, so that the optimal control of the rotating speed/torque can be realized, but all energy of the engine can be transmitted to the output shaft only by two times of conversion between mechanical power/electric power, and the loss is large; the parallel connection has high transmission efficiency, but the mechanical connection between the engine and the output shaft can not ensure that the engine is always in a better working area and is usually used for medium and high speed; the series-parallel connection combines the advantages of series connection and parallel connection, can realize the optimal control of the engine and the high-efficiency control of medium and high speed, but has high requirement on the limit power of the motor when the vehicle starts and has lower efficiency. In conclusion, the ideal driving scheme is based on a series-parallel power driving system, and functions of pure electric starting, medium-low speed power splitting, direct driving or parallel driving of a medium-high speed engine and the like are achieved.
Disclosure of Invention
The invention aims to provide a power transmission system of a hybrid power vehicle and the hybrid power vehicle, which can realize the functions of pure electric starting, medium-low speed power distribution, direct drive or parallel drive of a medium-high speed engine and the like.
The invention provides a power transmission system of a hybrid power vehicle, which comprises a first planetary gear mechanism, a second planetary gear mechanism and a third planetary gear mechanism, wherein the first planetary gear mechanism comprises a first sun gear, a first planetary gear, a first planet carrier and a first gear ring;
the second planetary gear mechanism comprises a second sun gear, a second planetary carrier and a second gear ring, the second planetary gear is arranged on the second planetary carrier, and the second planetary gear is respectively meshed with the second sun gear and the second gear ring;
the third planetary gear mechanism comprises a third sun gear, a third planetary gear, a third planet carrier and a third gear ring, the third planetary gear is arranged on the third planet carrier, and the third planetary gear is respectively meshed with the third sun gear and the third gear ring;
an input element connected to an engine output shaft and connected to the third carrier;
an output member connected with the third ring gear;
the first planet carrier is fixedly connected with a rotor of the first motor;
the first sun gear is fixedly connected with a rotor of the second motor;
a first clutch;
a second clutch connected between the first sun gear and the second ring gear;
a first brake, the other of the first sun gear and the first carrier being connected to one end of the first brake, the first clutch being connected between the one of the first sun gear and the first carrier and one end of the first brake; and
one end of the second brake is connected with the second gear ring;
the first planet carrier is fixedly connected with the second sun gear, the first gear ring is fixedly connected with the third sun gear, and the second planet carrier is fixedly connected with the third gear ring.
Further, the power transmission system of the hybrid vehicle further includes a third clutch connected between the input element and the third carrier.
Further, the first clutch is connected between the first sun gear and one end of the first brake, and the first carrier is connected to one end of the first brake.
Further, the power transmission system of the hybrid vehicle includes the following operation modes:
first E-CVT mode: the first brake is disconnected, the second brake is connected, the first clutch and the second clutch are disconnected, the third clutch is connected, and the engine inputs power through the input element;
second E-CVT mode: the first brake and the second brake are both disconnected, the first clutch is disconnected, the second clutch and the third clutch are engaged, and the engine inputs power through the input element;
a first pure electric mode: the first brake is disconnected, the second brake is engaged, the first clutch is engaged, and the second clutch and the third clutch are disconnected;
a second pure electric mode: the first brake is disconnected, the second brake is engaged, the first clutch and the third clutch are disconnected, and the second clutch is engaged;
the third pure electric mode: the first brake is engaged, the second brake is disengaged, the first clutch and the third clutch are disengaged, and the second clutch is engaged;
a fourth pure electric mode: the first brake and the second brake are disconnected, the first clutch and the second clutch are engaged, and the third clutch is disconnected;
first engine direct drive/parallel mode: the first brake is disconnected, the second brake is engaged, the first clutch and the third clutch are engaged, the second clutch is disconnected, and the engine inputs power through the input element;
second engine direct drive/parallel mode: the first brake is disconnected, the second brake is engaged, the first clutch is disconnected, the second clutch and the third clutch are engaged, and the engine inputs power through the input element;
third engine direct drive/parallel mode: the first brake is engaged, the second brake is disengaged, the first clutch is disengaged, the second clutch and the third clutch are engaged, and the engine inputs power through the input element;
fourth engine direct drive/parallel mode: the first brake and the second brake are disconnected, the first clutch and the second clutch are engaged, the third clutch is engaged and disconnected, and the engine inputs power through the input element.
Further, the power transmission system of the hybrid vehicle further includes the following operation modes:
the engine restart mode in the first pure electric mode: the first brake is disconnected, the second brake is connected, the first clutch and the third clutch are connected, the second clutch is disconnected, and the first motor and the second motor drive the input element to rotate through the third planet carrier;
the engine restart mode in the second pure electric mode: the first brake is disconnected, the second brake is connected, the first clutch is disconnected, the second clutch and the third clutch are connected, and the first motor drives the input element to rotate through the third planet carrier;
the engine restart mode in the third pure electric mode: the first brake is engaged, the second brake is disengaged, the first clutch is disengaged, the second clutch and the third clutch are engaged, and the second motor rotates the input element through the third planet carrier;
the engine restart mode in the fourth pure electric mode: the first brake and the second brake are disconnected, the first clutch, the second clutch and the third clutch are engaged, and the first motor and the second motor drive the input element to rotate through the third planet carrier.
Further, the power transmission system of the hybrid vehicle further includes the following operation modes:
first braking energy recovery mode: the first brake is disconnected, the second brake is connected, the first clutch is connected, the second clutch and the third clutch are disconnected, and the output element drives the third gear ring to rotate;
the second braking energy recovery mode: the first brake is disconnected, the second brake is connected, the first clutch and the third clutch are disconnected, the second clutch is connected, and the output element drives the third gear ring to rotate;
the third braking energy recovery mode: the first brake is connected, the second brake is disconnected, the first clutch and the third clutch are disconnected, the second clutch is connected, and the output element drives the third gear ring to rotate;
a fourth braking energy recovery mode: the first brake and the second brake are disconnected, the first clutch and the second clutch are connected, the third clutch is disconnected, and the output element drives the third gear ring to rotate.
Further, the power transmission system of the hybrid vehicle further includes the following operation modes:
the engine restart mode in the first braking energy recovery mode: the first brake is disconnected, the second brake is connected, the first clutch and the third clutch are connected, the second clutch is disconnected, the output element drives the third gear ring to rotate, and the input element is driven to rotate by the third planet carrier;
in the second braking energy recovery mode, the engine restart mode is as follows: the first brake is disconnected, the second brake is connected, the first clutch is disconnected, the second clutch is connected with the third clutch, the output element drives the third gear ring to rotate, and the third planet carrier drives the input element to rotate;
in the third braking energy recovery mode, the engine restart mode is as follows: the first brake is connected, the second brake is disconnected, the first clutch is disconnected, the second clutch and the third clutch are connected, the output element drives the third gear ring to rotate, and the input element is driven to rotate by the third planet carrier;
an engine restart mode in a fourth braking energy recovery mode: the first brake and the second brake are disconnected, the first clutch, the second clutch and the third clutch are connected, the output element drives the third gear ring to rotate, and the third planet carrier drives the input element to rotate.
The invention also provides a hybrid vehicle, which comprises the power transmission system of the hybrid vehicle.
The power transmission system of the hybrid vehicle provides a basic three-planet-row planetary gear configuration through reasonable layout of a planet row mechanical structure, realizes a working mode of a dual-mode E-CVT and obtains higher system efficiency; a plurality of operation modes are realized by different combinations of the operating elements; therefore, the performance of the gearbox system is further improved, higher transmission efficiency is further obtained, and particularly, the power transmission system can realize that:
1. the dual-mode E-CVT working mode enables the engine to always operate in an economic area, and the economy is greatly improved.
2. The multi-gear pure electric mode enables the motor to be operated in the high-efficiency region of the motor all the time in the pure electric mode, and therefore economy is further improved.
3. The engine has a plurality of working modes with fixed speed ratios in a direct drive mode, so that the electric power is further reduced, and the system efficiency is improved; and the locked rotor of the motor can be eliminated by introducing the fixed speed ratio, the loss of the motor is reduced, and the service life of the motor is prolonged.
4. The parallel driving modes of the plurality of engines and the motors are parallel driving modes covering low, medium and high speed stages, and the excellent dynamic property of the transmission in each speed stage is ensured.
5. A plurality of braking energy recovery modes; the braking energy recovery mode with the range covering the low, medium and high speed sections is provided, and the braking capability of each speed section can be fully utilized.
6. A plurality of engine restarting modes are provided, so that the engine can be conveniently shut down and restarted at will in each speed section; the efficiency is improved, and the oil consumption is reduced.
Drawings
Fig. 1 is a schematic configuration diagram of a power transmission system of a hybrid vehicle according to an embodiment of the invention;
FIG. 2 is a schematic illustration of the power transmission system of the hybrid vehicle of FIG. 1 in a first E-CVT mode;
FIG. 3 is a schematic illustration of the power transmission system of the hybrid vehicle of FIG. 1 in a second E-CVT mode;
FIG. 4 is a schematic illustration of the power-transfer system of the hybrid vehicle of FIG. 1 in a first electric-only mode;
FIG. 5 is a schematic illustration of the power transmission system of the hybrid vehicle of FIG. 1 in a second electric-only mode;
FIG. 6 is a schematic illustration of the power-transfer system of the hybrid vehicle of FIG. 1 in a third electric-only mode;
FIG. 7 is a schematic illustration of the power transmission system of the hybrid vehicle of FIG. 1 in a fourth electric-only mode;
FIG. 8 is a schematic illustration of the power transmission system of the hybrid vehicle of FIG. 1 in a first engine direct drive/parallel mode;
FIG. 9 is a schematic illustration of the power transmission system of the hybrid vehicle of FIG. 1 in a second engine direct drive/parallel mode;
FIG. 10 is a schematic illustration of the power transmission system of the hybrid vehicle of FIG. 1 in a third engine direct drive/parallel mode;
FIG. 11 is a schematic illustration of the power transmission system of the hybrid vehicle of FIG. 1 in a fourth engine direct drive/parallel mode;
FIG. 12 is a schematic illustration of the power transmission system of the hybrid vehicle of FIG. 1 in a first braking capability recovery mode;
FIG. 13 is a schematic illustration of the power transmission system of the hybrid vehicle of FIG. 1 in a second braking capability recovery mode;
FIG. 14 is a schematic illustration of the power transmission system of the hybrid vehicle of FIG. 1 in a third braking capability recovery mode;
FIG. 15 is a schematic illustration of the power transmission system of the hybrid vehicle of FIG. 1 in a fourth braking capability recovery mode;
FIG. 16 is a schematic illustration of the power transmission system of the hybrid vehicle of FIG. 1 in an engine restart mode in a first electric-only mode;
FIG. 17 is a schematic illustration of the power transmission system of the hybrid vehicle of FIG. 1 in an engine restart mode in a second electric-only mode;
FIG. 18 is a schematic illustration of the power transmission system of the hybrid vehicle of FIG. 1 in an engine restart mode in a third electric-only mode;
FIG. 19 is a schematic illustration of the power transmission system of the hybrid vehicle of FIG. 1 in an engine restart mode in a fourth electric-only mode;
FIG. 20 is a schematic illustration of an engine restart mode of the power transmission system of the hybrid vehicle shown in FIG. 1 in a first braking energy recovery mode;
FIG. 21 is a schematic illustration of an engine restart mode of the power transmission system of the hybrid vehicle shown in FIG. 1 in a second braking energy recovery mode;
FIG. 22 is a schematic illustration of an engine restart mode of the power transmission system of the hybrid vehicle shown in FIG. 1 in a third braking energy recovery mode;
fig. 23 is a schematic diagram of the engine restart mode in the fourth braking energy recovery mode of the power transmission system of the hybrid vehicle shown in fig. 1.
Detailed Description
To further illustrate the technical means and effects of the present invention adopted to achieve the predetermined objects, the following detailed description of the embodiments, structures, features and effects of the present invention will be made with reference to the accompanying drawings and examples.
As shown in fig. 1, an embodiment of the present invention provides a power transmission system of a hybrid vehicle, including an input element 10 connected to an engine output shaft, an output element 12, a first motor 14, a second motor 16, a first planetary gear mechanism 18, a second planetary gear mechanism 20, a third planetary gear mechanism 22, a first clutch 24, a second clutch 26, a first brake 28, and a second brake 30.
The first planetary gear mechanism 18 includes a first sun gear 182, a first planet gear 184, a first carrier 186, and a first ring gear 188, the first planet gear 184 is provided on the first carrier 186, and the first planet gear 184 meshes with the first sun gear 182 and the first ring gear 188, respectively. The second planetary gear mechanism 20 includes a second sun gear 202, a second planetary gear 204, a second planet carrier 206, and a second ring gear 208, the second planetary gear 204 is provided on the second planet carrier 206, and the second planetary gear 204 is meshed with the second sun gear 202 and the second ring gear 208, respectively. The third planetary gear mechanism 22 includes a third sun gear 222, a third planet gear 224, a third planet carrier 226, and a third ring gear 228, the third planet gear 224 is provided on the third planet carrier 226, and the third planet gear 224 meshes with the third sun gear 222 and the third ring gear 228, respectively.
The input member 10 is connected with the third planet carrier 224, and the output member 12 is connected with the third ring gear 228; the first sun gear 182 is fixedly connected with the rotor of the second motor 16, the first carrier 186 is fixedly connected with the rotor of the first motor 14, the first carrier 186 is also fixedly connected with the second sun gear 202, the first sun gear 182 is connected with the second ring gear 208 through the second clutch 26, and the first ring gear 188 is fixedly connected with the third sun gear 222; the first clutch 24 is connected between one end of the first brake 28 and the first sun gear 182, one end of the first brake 28 is also connected to the first carrier 186, one end of the second brake 30 is connected to the second ring gear 208, and the second carrier 206 is fixedly connected to the third ring gear 228.
With the power transmission system of a hybrid vehicle of the present invention, various operation modes, such as a two-mode E-CVT (electronic continuously variable transmission) mode, a multi-gear pure electric mode, a multi-gear engine direct drive mode, a multi-gear parallel drive mode, a multi-gear braking power recovery mode, and a multi-gear fixed gear restart engine mode, can be achieved through different states of opening or connection of the first clutch 24, the second clutch 26, the first brake 28, and the second brake 30.
In this embodiment, the power transmission system of the hybrid vehicle further includes a third clutch 32, and the third clutch 32 is connected between the input element 10 and the third carrier 224 to cut off the connection between the engine and the system when the brake energy recovery mode and the electric drive mode are operated, so as to reduce the energy loss caused by the inertia of the engine. It will be appreciated that the third clutch 32 may also be omitted.
In another embodiment, one end of the first brake 28 may not be connected to the first carrier 186, and the first clutch 24 is not connected between one end of the first brake 28 and the first sun gear 182, such that one end of the first brake 28 is connected to the first sun gear 182, and the first clutch 24 is connected between one end of the first brake 28 and the first carrier 186. In both cases, the first planetary gear mechanism 18 can be rotated in its entirety by the first clutch 24.
In the present embodiment, the first clutch 24, the second clutch 26 and the third clutch 32 are all used for realizing fixed connection and disconnection between two components, and may be a multi-plate wet clutch or a dog clutch.
In the present embodiment, the connection between the first sun gear 182 and the rotor of the second motor 16, the connection between the first carrier 186 and the second sun gear 202, the connection between the second carrier 206 and the third ring gear 228, the connection between the first ring gear 188 and the third sun gear 222, and the connection between the rotor of the first motor 14 and the first carrier 186 may be fixedly connected by a spline, or by welding, or by integral molding.
In the power transmission system of the hybrid vehicle in the present embodiment, K1, K2, and K3 are the gear ratios of the first ring gear 188 and the first sun gear 182, the second ring gear 208 and the second sun gear 202, and the third ring gear 228 and the third sun gear 222, respectively, that is, K1 is Z ═ ZFirst gear ring/ZFirst sun gear，K2＝ZSecond ring gear/ZSecond sun gear，K3＝ZThird gear ring/ZThird sun gear(ZFirst gear ring、ZFirst sun gear、ZSecond ring gear、ZSecond sun gear、ZThird gear ring、ZThird sun gearA first ring gear 188, a first sun gear 182, a second ring gear 208, and a second ring gearThe number of teeth of the sun gear 202, the third ring gear 228, and the third sun gear 222).
The various operating modes of the power transmission system of the hybrid vehicle described above will be described in detail below with reference to fig. 2 to 23, where the clutch or brake is engaged as indicated at ≦ b in fig. 2 to 23.
1. First E-CVT mode
As shown in fig. 2, when the engine is operated, the first brake 28 is disengaged, the second brake 30 is engaged, the first clutch 24 and the second clutch 26 are disengaged, and the third clutch 32 is engaged, the first electric motor 14 is used as a motor, the second electric motor 16 is used as a generator, and the electricity generated by the second electric motor 16 directly drives the first electric motor 14. In this mode, the speed ratio at the mechanical point (i.e., the engine is at the optimum operating point) is: (K2+ (K2+1)/K1)/(K3+1) + 1. the power transmission system has a higher transmission efficiency at vehicle speeds below the mechanical point, so the first E-CVT mode is suitable for low vehicle speed conditions.
In the first E-CVT mode, since the first motor 14 is connected to the first carrier 186, the first motor 14 inputs power to the first carrier 186, the second motor 16 is connected to the first sun gear 182 to rotate the first sun gear 182, and the first ring gear 188 outputs power to the outside; since the first carrier 186 is also connected to the second sun gear 202, and the second brake 30 is engaged and connected to the second ring gear 208, the second ring gear 208 is stationary, the second sun gear 202 inputs power, and the second carrier 206 outputs power; since the second carrier 206 is connected to the third ring gear 228, the first ring gear 188 is connected to the third sun gear 182, and the input member 10 is connected to the third carrier 226 through the third clutch 32, the third carrier 226 and the third sun gear 182 input power, respectively, and the third ring gear 228 outputs power to the output member 12 after the input power is coupled to the output power of the second carrier 206. In the process, the first motor 14 acts as a motor, the second motor 16 acts as a generator, and the second motor 16 also acts as a speed regulator in connection with the first planetary gear mechanism 18, so that the whole power transmission system realizes stepless speed change, i.e. changing the rotation speed of the second motor 16 changes the rotation speed of the first ring gear 188, and thus the third sun gear 202, and further the third ring gear 228 in power coupling of the third planetary gear mechanism 22, so as to achieve stepless speed change.
2. Second E-CVT mode
As shown in fig. 3, when the engine is operated, the first electric motor 14 generates electric power as a generator to drive the second electric motor 16, and the second electric motor 16 is used as a motor, the first brake 28 and the second brake 30 are both off, the first clutch 24 is off, and the second clutch 26 and the third clutch 32 are engaged. In this mode, the speed ratios at the two mechanical points are I1 ═ K2+ (K2+1)/K1)/(K3+1) +1, I2 ═ K2- (K2+ (K2+1)/K1)/(K3+1))/(K2+1), respectively, and the vehicle speed is higher in transmission efficiency between the two mechanical points, so the second E-CVT mode is suitable for the medium-high speed condition.
In the second E-CVT mode, the second motor 16 drives the first sun gear 182 as an input to the first planetary gear mechanism 18, the first motor 14 rotates with the first carrier 186 as an input to the first planetary gear mechanism 18, and the first ring gear 188 as an output from the first planetary gear mechanism 18; the second motor 16 drives the second ring gear 208 as the input of the second planetary gear mechanism 20, the first motor 14 rotates together with the second sun gear 202 through the first planet carrier 186 as the input of the second planetary gear mechanism 20, and the second planet carrier 206 as the output of the second planetary gear mechanism 20; the third carrier 226 is connected to the input element 10 as an input of the third planetary gear mechanism 22, the third sun gear 222 is connected to the first ring gear 188 as an input of the third planetary gear mechanism 22, and the third ring gear 228 outputs power to the output element 12 after the input power is coupled to the output power of the second carrier 206. In the process, the first motor 14 acts as a generator, the second motor 16 acts as a motor, and the first motor 14 also acts as a speed regulator in the connection of the first planetary gear mechanism 18, so that the whole power transmission system realizes stepless speed change, that is, changing the rotation speed of the first motor 14 changes the rotation speed of the first planet carrier 186, and then changes the rotation speed of the first ring gear 188, and thus changes the rotation speed of the third sun gear 202, and then changes the rotation speed of the third ring gear 228 in the power coupling of the third planetary gear mechanism 22, so as to achieve stepless speed change.
3. First pure electric mode
As shown in fig. 4, the first brake 28 is disengaged, the second brake 30 is engaged, the first clutch 24 is engaged, the second clutch 26 and the third clutch 32 are disengaged, and at this time, the engine is not operated, and the first electric motor 14 and the second electric motor 16 are both used as motors, not divided into a master and a slave. In this mode, the speed ratios are: k2+1, can be used to vehicle start, low-speed operating mode such as traffic jam.
In the first pure electric mode, the two ends of the first clutch 24 are respectively connected with the first planet carrier 186 and the first sun gear 182, the first clutch 24 is engaged to make the first planetary gear mechanism 18 become a whole body, and the first motor 14 and the second motor 16 drive the first planetary gear mechanism 18 to integrally rotate together; the first carrier 186 transmits power to the second sun gear 202 and to the second carrier 206 to output power to the output member 12 (the second ring gear 208 is locked due to engagement of the second brake 30).
4. Second pure electric mode
As shown in fig. 5, the first brake 28 is off, the second brake 30 is on, the first clutch 24 and the third clutch 32 are off, and the second clutch 26 is on, at which time the engine is not operating, the first electric motor 14 is used as a motor, and the second electric motor 16 is not operating. In this mode, the speed ratios are: k2+1, which is used to reduce motor drag losses when one motor is sufficient to drive. In this mode, the third clutch 32 is disengaged, so that the loss due to the inertia of the engine can be reduced.
In the second pure electric mode, the first motor 14 drives the first carrier 186 as an input of the first planetary gear mechanism 18, the first sun gear 182 is locked by connecting the second clutch 26 with the engaged second brake 30, and the first carrier 186 transmits power to the first ring gear 188, so as to output power through the first ring gear 188; the second sun gear 202 inputs power to the second planetary gear mechanism 20 by being connected to the first carrier 186, the second ring gear 208 is locked by being connected to the second brake 30, and the second sun gear 202 transmits power to the second carrier 206 and outputs it through the second carrier 206; the third sun gear 222 is connected to the first ring gear 188 to receive power, and is coupled to the power transmitted from the second carrier 206 to output the power to the output member 12 through the third ring gear 228.
5. Third pure electric mode
As shown in fig. 6, the first brake 28 is engaged, the second brake 30 is disengaged, the first clutch 24 and the third clutch 32 are disengaged, and the second clutch 26 is engaged, at which time the engine is not operated, the first electric motor 14 is not operated, and the second electric motor 16 is used as a motor. In this mode, the speed ratios are: (K2+1)/K2, when one motor is enough to drive, the drag loss of the motor can be reduced by using the mode.
In the third electric-only mode, the second electric motor 16 transmits power to the first sun gear 182, the first carrier 186 is locked due to the connection with the engaged first brake 28, and therefore the first sun gear 182 transmits power to the first planetary gear 184 and is output by the first ring gear 188; the second motor 16 also transmits power to the second ring gear 208 through the second clutch 26 as an input to the second planetary gear mechanism 20, the second sun gear 202 is locked due to the connection with the first carrier 186, and the second planet gears 204 are meshed with the second ring gear 208 to output power to the second carrier 206; the third sun gear 222 is connected to the first ring gear 188 to input power, the third carrier 226 is connected to the third clutch 32 to be locked, and the third sun gear 222 rotates the third planetary gear 224 and is coupled to the power transmitted from the second carrier 206 to be output to the output member 12 through the third ring gear 228.
6. Fourth pure electric mode
As shown in fig. 7, the first brake 28 and the second brake 30 are disengaged, the first clutch 24 and the second clutch 26 are engaged, and the third clutch 32 is disengaged, and at this time, the engine is not operated, and the first electric motor 14 and the second electric motor 16 are both used as motors, not divided into the master and the slave. The mode is a pure electric direct gear, and the speed ratio is 1. In this mode, the third clutch 32 is disengaged, so that the loss due to the inertia of the engine can be reduced.
In the fourth pure electric mode, the two ends of the first clutch 24 are respectively connected with the first planet carrier 186 and the first sun gear 182, the first planet gear mechanism 18 is made into a whole body by the engagement of the first clutch 24, and the first motor 14 and the second motor 16 drive the whole body of the first planet gear mechanism 18 to rotate together; the two ends of the second clutch 26 are respectively connected with the second ring gear 208 and the second sun gear 202, the second planetary gear mechanism 20 is integrated into a whole by the engagement of the second clutch 26, and the first motor 14 and the second motor 16 drive the second planetary gear mechanism 20 to integrally rotate together; the first and second ring gears 188, 206 transmit power to the third sun gear 222 and the third ring gear 228, respectively, to collectively drive the third ring gear 228 for transmission to the output member 12.
7. First engine direct drive/parallel mode
As shown in fig. 8, the first brake 28 is disengaged, the second brake 30 is engaged, the first clutch 24 and the third clutch 32 are engaged, and the second clutch 26 is disengaged, at this time, the engine operates, and both the first motor 14 and the second motor 16 can be used as a generator and a motor, not divided into a master and a slave, according to the specific requirements of the vehicle and the engine operating condition, when the power provided by the engine is insufficient, the two motors can provide extra torque to realize a parallel driving mode and improve the system power, when the engine operates in an economic zone, but the output power is excessive, the two motors can also be used as generators, and the engine drives the two motors to generate electricity to charge the battery pack of the vehicle. In this mode, the fixed speed ratio is: 1+ K2/(1+ K3).
In the first engine direct drive/parallel mode, the first clutch 24 is connected to the first carrier 186 and the first sun gear 182 at both ends, the first clutch 24 is engaged to make the first planetary gear mechanism 18 a revolving unit, when the engine output is excessive, the first motor 14 and the second motor 16 are used as generators, the engine transmits power to the input element 10, then to the third carrier 226 and the third ring gear 228, and outputs the power to the output element 12 through the third ring gear 228, during this process, the third ring gear 228 and the third sun gear 222 rotate, the third ring gear 228 rotates the second carrier 206, and further rotates the second sun gear 202, the third sun gear 222 rotates the first ring gear 188, and due to the integral revolution of the first planetary gear mechanism 18, the second ring gear 208 is locked by the second brake 30, the second sun gear 202 rotates with the first planetary gear mechanism 18, in this way, the first planet carrier 186 connected with the first motor 14 and the first sun gear 182 connected with the second motor 16 are driven to rotate, so that the rotors of the first motor 14 and the second motor 16 rotate to generate electricity, and the engine independently outputs power in a direct-drive mode. When the output power of the engine is insufficient, the first motor 14 and the second motor 16 are used as motors, the first motor 14 and the second motor 16 drive the first planetary gear mechanism 18 to integrally rotate together, the power of the two motors is transmitted to the third sun gear 222 as the input of the third planetary gear mechanism 22 all the way from the first ring gear 188, is transmitted to the third ring gear 228 all the way from the first carrier 186 to the second sun gear 202 and the second carrier 206, and is transmitted to the third carrier 226 as the input of the third planetary gear mechanism 22 through the input element 10, so that the power is output from the third ring gear 228 to the output element 12 after the third planetary gear mechanism 22 is coupled, and the first motor 14, the second motor 16 and the engine collectively output power in parallel.
8. Second Engine direct drive/parallel mode
As shown in fig. 9, the first brake 28 is off, the second brake 30 is on, the first clutch 24 is off, the second clutch 26 and the third clutch 32 are on, at this time, the engine is on, the second electric motor 16 is not on, the first electric motor 14 can be used as both a generator and a motor, according to the specific requirements of the vehicle and the engine operation condition, when the power provided by the engine is insufficient, additional torque can be provided through the first electric motor 14, a parallel driving mode is realized, the system power is improved, when the engine is in an economical region, but the output power is excessive, the first electric motor 14 can also be used as a generator, and the first electric motor 14 is driven by the engine to generate electricity to charge the battery pack of the vehicle. In this mode, the fixed speed ratio is: (K2+ (K2+1)/K1)/(K3+1) + 1.
In the second engine direct-drive/parallel mode, the second ring gear 208 is locked by the second brake 30, and the first sun gear 182 is connected with the second ring gear 208 for locking, when the output power of the engine is excessive, the first motor 14 is used as a generator, the engine transmits power to the input element 10, and then transmits the power to the third planet carrier 226 and the third ring gear 228, and the third ring gear 228 outputs the power to the output element 12, in the process, the third ring gear 228 and the third sun gear 222 rotate, the third ring gear 228 drives the second planet carrier 206 to rotate, and further drives the second sun gear 202 to rotate to drive the first planet carrier 186, the third sun gear 222 drives the first ring gear 188 to rotate, the first planet carrier 186 is coupled with the first ring gear 188 to drive the rotor of the first motor 14 to rotate to generate power, and the engine independently outputs power in a direct-drive manner. When the output power of the engine is insufficient, the first electric motor 14 is used as a motor, the first electric motor 14 transmits power to the second sun gear 202 via the first carrier 186 and to the third sun gear 222 via the first ring gear 188, and the power transmitted to the second sun gear 202 is output from the second carrier 206; the power transmitted to the third sun gear 222 is input to the third planetary gear mechanism 22, the power transmitted from the engine via the input member 10 is input via the third carrier 226, the input power is coupled with the power transmitted from the second carrier 206 to the third ring gear 228, and is output from the third ring gear 228 to the output member 12, and the first electric motor 14 and the engine collectively output power in a parallel manner.
9. Third Engine direct drive/parallel mode
As shown in fig. 10, the first brake 28 is engaged, the second brake 30 is disengaged, the first clutch 24 is disengaged, the second clutch 26 and the third clutch 32 are engaged, at this time, the engine is operated, the first electric motor 14 does not work, the second electric motor 16 can be used as both a generator and a motor, according to the specific requirements of the vehicle and the engine operation condition, when the power provided by the engine is insufficient, additional torque can be provided through the second electric motor 16 to realize a parallel driving mode, the system power is improved, when the engine is operated in an economic zone, but the output power is excessive, the second electric motor 16 can also be used as a generator, and the second electric motor 16 is driven by the engine to generate power to charge the battery pack of the vehicle. In this mode, the fixed speed ratio is: (K2- (K2+ (K2+1)/K1)/(K3+1))/(K2+ 1).
In the third engine direct-drive/parallel mode, the first carrier 186 is locked by the first brake 28, and the second sun gear 202 is connected and locked with the first carrier 186, when the output power of the engine is excessive, the second motor 16 is used as a generator, the engine transmits power to the input element 10, then transmits the power to the third carrier 226 and the third ring gear 228, and outputs the power to the output element 12 through the third ring gear 228, in the process, the third ring gear 228 and the third sun gear 222 rotate, the third ring gear 228 drives the second carrier 206 to rotate, and further drives the second ring gear 208 to rotate, the third sun gear 222 drives the first ring gear 188 to rotate, and further drives the first sun gear 182 to rotate, the first sun gear 182 is coupled with the first ring gear 188 to drive the rotor of the second motor 16 to rotate to generate power, and the engine independently outputs power in a direct-drive manner. When the output power of the engine is insufficient, the second electric motor 16 functions as a motor, and the second electric motor 16 transmits power to the first ring gear 188 through the first sun gear 182, and further to the third sun gear 222, and to the second carrier 206 through the second ring gear 208, and further to the third ring gear 228; the power transmitted to the third sun gear 222 is input to the third planetary gear mechanism 22, the power transmitted from the engine via the input member 10 is input via the third carrier 226, the input power is coupled with the power transmitted from the second carrier 206 to the third ring gear 228, and is output from the third ring gear 228 to the output member 12, and the first electric motor 14 and the engine collectively output power in a parallel manner.
10. Fourth Engine direct drive/parallel mode
As shown in fig. 11, the first brake 28 and the second brake 30 are disconnected, the first clutch 24 and the second clutch 26 are engaged, the third clutch 32 is disconnected, at this time, the engine operates, and both the first motor 14 and the second motor 16 can be used as a generator and a motor, according to the specific requirements of the vehicle and the engine operating condition, when the power provided by the engine is insufficient, additional torque can be provided by the two motors, so that a parallel driving mode is realized, the system power is improved, when the engine operates in an economic zone, but the output power is excessive, both the two motors can also be used as generators, and the engine drives the two motors to generate electricity to charge the battery pack of the automobile. In this mode, the fixed speed ratio is 1.
In the fourth engine direct drive/parallel mode, the first clutch 24 is connected at both ends thereof to the first carrier 186 and the first sun gear 182, respectively, the engagement of the first clutch 24 makes the first planetary gear mechanism 18 a single rotary unit, the second clutch 26 is connected at both ends thereof to the second ring gear 208 and the second sun gear 202, respectively, and the engagement of the second clutch 26 makes the second planetary gear mechanism 20 a single rotary unit. When the engine output power is excessive, the engine transmits power to the input element 10, then to the third carrier 226 and the third ring gear 228, and the power is output to the output element 12 by the third ring gear 228, in the process, the third ring gear 228 and the third sun gear 222 rotate, the third ring gear 228 rotates the second carrier 206, the third sun gear 222 rotates the first ring gear 188, and due to the integral revolution of the first planetary gear mechanism 18 and the second planetary gear mechanism 20, the first carrier 186 connected to the first motor 14 and the first sun gear 182 connected to the second motor 16 are both rotated, so that the rotors of the first motor 14 and the second motor 16 are rotated to generate power, and the engine independently outputs power in a direct-drive manner. When the output power of the engine is insufficient, the first motor 14 and the second motor 16 drive the first planetary gear mechanism 18 to integrally rotate together, the first motor 14 and the second motor 16 drive the second planetary gear mechanism 20 to integrally rotate together, the first ring gear 188 and the second carrier 206 transmit power to the third sun gear 222 and the third ring gear 228, respectively, while the power of the engine is transmitted to the third carrier 226 via the input member 10 as the input of the third planetary gear mechanism 22, so that the power is output from the third ring gear 228 to the output member 12 after the third planetary gear mechanism 22 is coupled, and the first motor 14, the second motor 16 and the engine collectively output power in a parallel manner.
11. First braking energy recovery mode
As shown in fig. 12, the first brake 28 is off, the second brake 30 is on, the first clutch 24 is on, the second clutch 26 and the third clutch 32 are off, and at this time, the engine is not operated, and the first electric motor 14 and the second electric motor 16 are used as generators, which is suitable for a long-time braking of a high-speed running vehicle, and is a reverse process of the first electric-only mode, and is used for recovering energy of wheel rotation during braking. In this mode, the fixed speed ratio is: 1/(1+ K2).
In the first braking energy recovery mode, two ends of the first clutch 24 are respectively connected to the first planet carrier 186 and the first sun gear 182, the first planet gear mechanism 18 is integrated into a whole by engagement of the first clutch 24, the second ring gear 208 is locked by engagement of the second brake 30, rotation of the output element 12 drives the third ring gear 228 to rotate, which further drives the second planet carrier 206 to rotate, which further drives the second sun gear 202 to rotate, so as to drive the first planet gear mechanism 18 to rotate integrally, so as to drive the rotors of the first motor 14 and the second motor 16 to rotate through the first planet carrier 186 and the first sun gear 182, respectively, to generate electricity, thereby achieving energy recovery.
12. Second braking energy recovery mode
As shown in fig. 13, the first brake 28 is disengaged, the second brake 30 is engaged, the first clutch 24 and the third clutch 32 are disengaged, and the second clutch 26 is engaged, and at this time, the first electric motor 14 is used as a generator, and the second electric motor 16 and the engine are not operated. This process is the reverse of the second electric-only mode and is used to recover the energy of the wheel rotation during braking. In this mode, the fixed speed ratio is: 1/(1+ K2).
In the second braking energy recovery mode, the second ring gear 208 is locked due to engagement of the second brake 30, the first sun gear 182 is connected to the second ring gear 208 and locked, rotation of the output element 12 drives the third ring gear 228 and the third sun gear 222 to rotate, the third ring gear 228 drives the second planet carrier 206 to rotate, and further drives the second sun gear 202 to rotate, so as to drive the first planet carrier 186 to rotate, the third sun gear 222 drives the first ring gear 188 to rotate, and the first ring gear 188 and the first planet carrier 186 are coupled to drive the rotor of the first motor 14 to rotate to generate electricity, so that energy recovery is realized.
13. Third braking energy recovery mode
As shown in fig. 14, the first brake 28 is engaged, the second brake 30 is disengaged, the first clutch 24 and the third clutch 32 are disengaged, and the second clutch 26 is engaged, and at this time, the first electric motor 14 and the engine do not operate, and the second electric motor 16 functions as a generator. This process is the reverse of the third electric-only mode and is used to recover the energy of the wheel rotation during braking. In this mode, the fixed speed ratio is: K2/(K2+ 1).
In the third braking energy recovery mode, the first carrier 186 is locked due to engagement of the first brake 28, the second sun gear 202 is connected to the first carrier 186 and locked, rotation of the output element 12 drives the third ring gear 228 and the third sun gear 222 to rotate, the third ring gear 228 drives the second carrier 206 to rotate, and further drives the second ring gear 208 to rotate, the third sun gear 222 drives the first ring gear 188 to rotate, and further drives the first sun gear 182 to rotate, and the first sun gear 182 is coupled with the second ring gear 208 to drive the rotor of the second motor 16 to rotate to generate electricity, thereby achieving energy recovery.
14. Fourth braking energy recovery mode
As shown in fig. 15, the first brake 28 and the second brake 30 are disengaged, the first clutch 24 and the second clutch 26 are engaged, the third clutch 32 is disengaged, the engine does not work, the first electric motor 14 and the second electric motor are used as generators, no primary or secondary is needed, and when one of the electric motors can not absorb most of the braking energy to generate electricity, the other electric motor assists to generate electricity, so that the braking energy is not wasted as much as possible. This process is the reverse of the fourth electric-only mode and is used to recover the energy of the wheel rotation during braking. In this mode, the fixed speed ratio is 1.
In the fourth braking energy recovery mode, two ends of the first clutch 24 are respectively connected with the first planet carrier 186 and the first sun gear 182, the first planetary gear mechanism 18 is a whole body which rotates due to the engagement of the first clutch 24, and the first motor 14 and the second motor 16 drive the first planetary gear mechanism 18 to integrally rotate together; the rotation of the output element 12 drives the third ring gear 228 to rotate, and the third ring gear 228 and the third sun gear 222 together drive the first planetary gear mechanism 18 and the second planetary gear mechanism 20 to integrally rotate, so as to drive the rotors of the first motor 14 and the second motor 16 to rotate to generate electricity, thereby realizing energy recovery.
Each pure electric drive mode and each braking energy recovery mode can correspond to an engine restarting mode; the method comprises the following steps that specifically, when the power in each pure electric mode is not enough to drive a vehicle or the electric quantity of a battery is low, and an engine needs to be introduced, the engine is used for restarting; when the long braking process is about to be completed and the engine needs to be restarted, the engine restarting mode is also used; in the engine restarting mode, if the third clutch 32 is provided, the third clutch 32 must be engaged again, if the third clutch 32 is not provided, the engine only needs to be ignited again, wherein for the engine restarting mode in the pure electric mode with double-motor work or the braking energy recovery mode with double-motor work, the principle same as that of the pure electric mode or the braking energy recovery mode is adopted, when the power of one motor is not enough to drive the vehicle and start the engine, the output power of the other motor is used, when the residual braking energy is not enough to restart the engine, the single motor can be used for energy recovery, when the energy of one motor is used for braking energy recovery, the residual braking energy is still not enough to start the engine, the braking energy recovery mode can be closed, and the engine can be restarted by using all the braking energy.
15. Engine restart mode in first pure electric mode
As shown in fig. 16, similar to the first electric-only mode, except that the third clutch 32 is engaged, the first electric motor 14 and the second electric motor 16 rotate the input member 10 via the third carrier 226, thereby restarting the engine.
16. Engine restart mode in second pure electric mode
As shown in fig. 17, similar to the second electric-only mode, except that the third clutch 32 is engaged, the first electric motor 14 rotates the input member 10 via the third carrier 226, thereby restarting the engine.
17. Engine restart mode in third pure electric mode
As shown in fig. 18, similar to the third electric-only mode, except that the third clutch 32 is engaged, the second electric motor 16 rotates the input member 10 via the third carrier 226 to restart the engine.
18. Engine restart mode in fourth pure electric mode
As shown in fig. 19, similar to the fourth electric-only mode, except that the third clutch 32 is engaged, the first electric motor 14 and the second electric motor 16 rotate the input member 10 via the third carrier 226, thereby restarting the engine.
19. Engine restart mode in first braking energy recovery mode
As shown in fig. 20, similar to the first braking energy recovery mode, except that the third clutch 32 is engaged, the output member 12 rotates the input member 10 via the third carrier 226, thereby restarting the engine.
20. Engine restart mode in second brake energy recovery mode
As shown in fig. 21, similar to the second braking energy recovery mode, except that the third clutch 32 is engaged, the output member 12 rotates the input member 10 via the third carrier 226, thereby restarting the engine.
21. Engine restart mode in third brake energy recovery mode
As shown in fig. 22, similar to the third braking energy recovery mode, except that the third clutch 32 is engaged, the output member 12 rotates the input member 10 via the third carrier 226, thereby restarting the engine.
22. Engine restart mode in fourth braking energy recovery mode
As shown in fig. 23, similar to the fourth braking energy recovery mode, except that the third clutch 32 is engaged, the output member 12 rotates the input member 10 via the third carrier 226, and the engine is restarted.
The operating logic for the various operating modes of the power transmission system of the hybrid vehicle described above is shown in table 1 below. Wherein the operation logic in the third clutch 32 is bracketed, and the power transmission system of the hybrid vehicle is operated in accordance with the corresponding logic when the third clutch 32 is provided; when the power transmission system of the hybrid vehicle does not have the third clutch 32, the engine can be controlled according to corresponding logic, but at the moment, because the system is directly connected with the engine through the input element 10, energy is lost due to inertia of the engine in a pure electric mode and a braking energy recovery mode.
TABLE 1 logic table for operation of each mode
Figure GDA0002680871650000211
Figure GDA0002680871650000221
Figure GDA0002680871650000231
The invention also provides a hybrid vehicle comprising the power transmission system.
The power transmission system of the hybrid vehicle provides a basic three-planet-row planetary gear configuration through reasonable layout of a planet row mechanical structure, realizes a working mode of a dual-mode E-CVT and obtains higher system efficiency; a plurality of operation modes are realized by different combinations of the operating elements; therefore, the performance of the gearbox system is further improved, higher transmission efficiency is further obtained, and particularly, the power transmission system can realize that:
1. the dual-mode E-CVT working mode enables the engine to always operate in an economic area, and the economy is greatly improved.
2. The multi-gear pure electric mode enables the motor to be operated in the high-efficiency region of the motor all the time in the pure electric mode, and therefore economy is further improved.
3. The engine has a plurality of working modes with fixed speed ratios in a direct drive mode, so that the electric power is further reduced, and the system efficiency is improved; and the locked rotor of the motor can be eliminated by introducing the fixed speed ratio, the loss of the motor is reduced, and the service life of the motor is prolonged.
4. The parallel driving modes of the plurality of engines and the motors are parallel driving modes covering low, medium and high speed stages, and the excellent dynamic property of the transmission in each speed stage is ensured.
5. A plurality of braking energy recovery modes; the braking energy recovery mode with the range covering the low, medium and high speed sections is provided, and the braking capability of each speed section can be fully utilized.
6. A plurality of engine restarting modes are provided, so that the engine can be conveniently shut down and restarted at will in each speed section; the efficiency is improved, and the oil consumption is reduced.
Although the present invention has been described with reference to a preferred embodiment, it should be understood that various changes, substitutions and alterations can be made herein without departing from the spirit and scope of the invention as defined by the appended claims.

Claims (8)

1. A power transmission system of a hybrid vehicle, characterized by comprising:
the first planetary gear mechanism (18) comprises a first sun gear (182), a first planetary gear (184), a first planet carrier (186) and a first gear ring (188), the first planetary gear (184) is arranged on the first planet carrier (186), and the first planetary gear (184) is respectively meshed with the first sun gear (182) and the first gear ring (188);
a second planetary gear mechanism (20) comprising a second sun gear (202), a second planet gear (204), a second planet carrier (206) and a second ring gear (208), wherein the second planet gear (204) is arranged on the second planet carrier (206), and the second planet gear (204) is meshed with the second sun gear (202) and the second ring gear (208) respectively;
a third planetary gear mechanism (22) comprising a third sun gear (222), a third planetary gear (224), a third planet carrier (226) and a third ring gear (228), wherein the third planetary gear (224) is arranged on the third planet carrier (226), and the third planetary gear (224) is meshed with the third sun gear (222) and the third ring gear (228) respectively;
an input member (10) connected to an engine output shaft and to the third carrier (226);
an output member (12) connected with the third ring gear (228);
a first electric motor (14), the first planet carrier (186) being fixedly connected with a rotor of the first electric motor (14);
the second motor (16), the first sun gear (182) is fixedly connected with the rotor of the second motor (16);
a first clutch (24);
a second clutch (26) connected between the first sun gear (182) and the second ring gear (208);
a first brake (28), the other of the first sun gear (182) and the first carrier (186) being connected to one end of the first brake (28), the first clutch (24) being connected between one of the first sun gear (182) and the first carrier (186) and one end of the first brake (28); and
a second brake (30), one end of the second brake (30) is connected with the second gear ring (208);
wherein the first planet carrier (186) is further fixedly connected with the second sun gear (202), the first ring gear (188) is fixedly connected with the third sun gear (222), and the second planet carrier (206) is fixedly connected with the third ring gear (228).
2. The power transmission system of a hybrid vehicle according to claim 1, characterized by further comprising a third clutch (32), the third clutch (32) being connected between the input member (10) and the third carrier (226).
3. The power transmission system of a hybrid vehicle according to claim 2, characterized in that the first clutch (24) is connected between the first sun gear (182) and one end of the first brake (28), and the first carrier (186) is connected to one end of the first brake (28).
4. A power transmission system of a hybrid vehicle according to claim 3, characterized by comprising the following operating modes:
first E-CVT mode: the first brake (28) is disengaged, the second brake (30) is engaged, the first clutch (24) and the second clutch (26) are disengaged, the third clutch (32) is engaged, and the engine inputs power through the input element (10);
second E-CVT mode: the first brake (28) and the second brake (30) are both off, the first clutch (24) is off, the second clutch (26) and the third clutch (32) are engaged, and an engine inputs power through the input element (10);
a first pure electric mode: the first brake (28) is disengaged, the second brake (30) is engaged, the first clutch (24) is engaged, and the second clutch (26) and the third clutch (32) are disengaged;
a second pure electric mode: the first brake (28) is disengaged, the second brake (30) is engaged, the first clutch (24) and the third clutch (32) are disengaged, and the second clutch (26) is engaged;
the third pure electric mode: the first brake (28) is engaged, the second brake (30) is disengaged, the first clutch (24) and the third clutch (32) are disengaged, and the second clutch (26) is engaged;
a fourth pure electric mode: the first brake (28) and the second brake (30) are disengaged, the first clutch (24) and the second clutch (26) are engaged, and the third clutch (32) is disengaged;
first engine direct drive/parallel mode: the first brake (28) is disengaged, the second brake (30) is engaged, the first clutch (24) and the third clutch (32) are engaged, the second clutch (26) is disengaged, and the engine inputs power through the input member (10);
second engine direct drive/parallel mode: the first brake (28) is disengaged, the second brake (30) is engaged, the first clutch (24) is disengaged, the second clutch (26) and the third clutch (32) are engaged, and an engine inputs power through the input element (10);
third engine direct drive/parallel mode: the first brake (28) is engaged, the second brake (30) is disengaged, the first clutch (24) is disengaged, the second clutch (26) and the third clutch (32) are engaged, and an engine inputs power through the input element (10);
fourth engine direct drive/parallel mode: the first brake (28) and the second brake (30) are disengaged, the first clutch (24) and the second clutch (26) are engaged, the third clutch (32) is disengaged, and the engine inputs power through the input member (10).
5. The power transmission system of a hybrid vehicle according to claim 4, characterized by further comprising the following operating modes:
the engine restart mode in the first pure electric mode: the first brake (28) is disengaged, the second brake (30) is engaged, the first clutch (24) and the third clutch (32) are engaged, the second clutch (26) is disengaged, and the first motor (14) and the second motor (16) rotate the input member (10) via the third carrier (226);
the engine restart mode in the second pure electric mode: the first brake (28) is disengaged, the second brake (30) is engaged, the first clutch (24) is disengaged, the second clutch (26) and the third clutch (32) are engaged, and the first motor (14) rotates the input member (10) through the third carrier (226);
the engine restart mode in the third pure electric mode: the first brake (28) is engaged, the second brake (30) is disengaged, the first clutch (24) is disengaged, the second clutch (26) and the third clutch (32) are engaged, and the second motor (16) rotates the input member (10) through the third carrier (226);
the engine restart mode in the fourth pure electric mode: the first brake (28) and the second brake (30) are disengaged, the first clutch (24), the second clutch (26), and the third clutch (32) are engaged, and the first motor (14) and the second motor (16) rotate the input member (10) via the third carrier (226).
6. The power transmission system of a hybrid vehicle according to claim 4, characterized by further comprising the following operating modes:
first braking energy recovery mode: the first brake (28) is disengaged, the second brake (30) is engaged, the first clutch (24) is engaged, the second clutch (26) and the third clutch (32) are disengaged, and the output member (12) rotates the third ring gear (228);
the second braking energy recovery mode: the first brake (28) is disengaged, the second brake (30) is engaged, the first clutch (24) and the third clutch (32) are disengaged, the second clutch (26) is engaged, and the output member (12) rotates the third ring gear (228);
the third braking energy recovery mode: the first brake (28) is engaged, the second brake (30) is disengaged, the first clutch (24) and the third clutch (32) are disengaged, the second clutch (26) is engaged, and the output member (12) rotates the third ring gear (228);
a fourth braking energy recovery mode: the first brake (28) and the second brake (30) are disengaged, the first clutch (24) and the second clutch (26) are engaged, the third clutch (32) is disengaged, and the output member (12) rotates the third ring gear (228).
7. The power transmission system of a hybrid vehicle according to claim 6, characterized by further comprising the following operating modes:
the engine restart mode in the first braking energy recovery mode: the first brake (28) is disengaged, the second brake (30) is engaged, the first clutch (24) and the third clutch (32) are engaged, the second clutch (26) is disengaged, the output member (12) rotates the third ring gear (228), and the input member (10) is rotated by the third carrier (226);
in the second braking energy recovery mode, the engine restart mode is as follows: the first brake (28) is disengaged, the second brake (30) is engaged, the first clutch (24) is disengaged, the second clutch (26) and the third clutch (32) are engaged, the output member (12) rotates the third ring gear (228) and the input member (10) is rotated by the third carrier (226);
in the third braking energy recovery mode, the engine restart mode is as follows: the first brake (28) is engaged, the second brake (30) is disengaged, the first clutch (24) is disengaged, the second clutch (26) and the third clutch (32) are engaged, the output member (12) rotates the third ring gear (228), and the input member (10) is rotated by the third carrier (226);
an engine restart mode in a fourth braking energy recovery mode: the first brake (28) and the second brake (30) are disengaged, the first clutch (24), the second clutch (26), and the third clutch (32) are engaged, and the output member (12) rotates the third ring gear (228) and the input member (10) via the third carrier (226).
8. A hybrid vehicle including the power transmission system of the hybrid vehicle according to any one of claims 1 to 7.
CN201810898497.1A 2018-08-08 2018-08-08 Power transmission system of hybrid vehicle and hybrid vehicle Active CN110816248B (en)

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CN113665346B (en) * 2021-09-03 2023-06-23 哈尔滨东安汽车发动机制造有限公司 Planetary gear train hybrid vehicle transmission device

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US7238132B2 (en) * 2004-07-29 2007-07-03 General Motors Corporation Electrically variable transmission arrangement with transfer gear between motor/generators
CN103492751B (en) * 2011-01-25 2017-11-14 Dti集团有限公司 transmission system
DE102011080677A1 (en) * 2011-08-09 2013-02-14 Zf Friedrichshafen Ag Transmission device with several switching elements
CN103987605A (en) * 2011-12-12 2014-08-13 丰田自动车株式会社 Drive control device for hybrid vehicle
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DE102014222234B4 (en) * 2014-10-30 2023-09-28 Zf Friedrichshafen Ag Transmission for a motor vehicle, hybrid drive train for a hybrid vehicle and method for controlling a hybrid drive train
DE102014226708A1 (en) * 2014-12-19 2016-06-23 Zf Friedrichshafen Ag Transmission for a motor vehicle

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