CN110978989B - Novel hybrid power transmission - Google Patents

Novel hybrid power transmission Download PDF

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Publication number
CN110978989B
CN110978989B CN201911165964.0A CN201911165964A CN110978989B CN 110978989 B CN110978989 B CN 110978989B CN 201911165964 A CN201911165964 A CN 201911165964A CN 110978989 B CN110978989 B CN 110978989B
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China
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gear
electric machine
power
engine
transmission
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CN201911165964.0A
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Chinese (zh)
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CN110978989A (en
Inventor
张献峰
王蕴智
陈泽坚
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Suzhou Getena Automotive Technology Co ltd
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Suzhou Getena Automotive Technology Co ltd
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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT 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
    • B60K6/00Arrangement 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
    • B60K6/20Arrangement 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
    • B60K6/22Arrangement 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
    • B60K6/36Arrangement 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
    • B60K6/365Arrangement 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
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT 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
    • B60K6/00Arrangement 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
    • B60K6/20Arrangement 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
    • B60K6/42Arrangement 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
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT 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
    • B60K6/00Arrangement 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
    • B60K6/20Arrangement 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
    • B60K6/50Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54Transmission for changing ratio

Abstract

The invention discloses a novel hybrid power transmission which comprises a shell, a power source, a single planet row mechanism, a differential mechanism, a variable speed transmission mechanism, a braking device and a first synchronizer. And the single-planet-row mechanism is configured to have a differential speed or speed change function and can transmit the power of the engine and/or the power of the first motor to the speed change transmission mechanism after differential speed or speed change. A speed change transmission mechanism configured to have a speed change function and capable of transmitting power of the single planetary gear train mechanism to the differential at a predetermined speed ratio. And a brake device configured to have a function of transmitting power at least in a single direction. The invention has the advantages of low manufacturing cost, small occupied space and high reliability, can fully meet the power requirements of the hybrid vehicle under different driving working conditions, can flexibly adjust the working point of the engine, and ensures that the engine works in a working interval with higher efficiency, thereby effectively ensuring that the efficiency of the whole hybrid power system is higher.

Description

Novel hybrid power transmission
Technical Field
The invention relates to the field of transmission manufacturing, in particular to a novel hybrid transmission.
Background
Due to the aggravation of the world environment and energy problems caused by the traditional fuel engine automobile and the adjustment of new energy automobile policies of countries in the world, all large automobile companies are actively researching and developing energy-saving and environment-friendly automobiles. Hybrid power systems have become feasible technical solutions for solving energy consumption and environmental pollution of automobiles at the present stage, and the core power transmission devices thereof have become the key points of research and development of various companies. At present, a hybrid power scheme that a plurality of single planet rows are connected in series or in parallel is mostly adopted in the hybrid power scheme, but the oil saving efficiency is limited. Therefore, the research and development of the transmission device which has higher fuel-saving efficiency of the whole vehicle and is more suitable for the hybrid power vehicle becomes the problem to be solved urgently at present.
For example, chinese patent application No. CN 201110405238 discloses a variable ratio power split hybrid transmission, which can realize different power split modes by engaging a single planetary row with a series of parallel shaft gears, but the mechanism of the design scheme has the disadvantages of complex structure, high manufacturing cost, high control difficulty, and low reliability.
Disclosure of Invention
In order to overcome the problems, the invention provides a novel hybrid power transmission, which solves the problems of complex structure, low reliability and low efficiency of the existing transmission.
The technical scheme adopted by the invention for solving the technical problems is as follows: a novel hybrid power transmission comprises a shell, a power source, a single planet row mechanism, a differential mechanism, a speed change transmission mechanism, a brake device and a first synchronizer.
Wherein, the power supply has: the power transmission device comprises an engine, a first motor and a second motor, wherein the engine can transmit power to the single planet row mechanism, the first motor and the second motor are both configured to have electric and/or power generation functions and can input power or output power, the first motor can transmit power to the single planet row mechanism, and the second motor can transmit power to the variable speed transmission mechanism.
And the single-planet-row mechanism is configured to have a differential speed or speed change function and can transmit the power of the engine and/or the power of the first motor to the speed change transmission mechanism after differential speed or speed change.
And a differential having a differential function and directly used for driving the hybrid system.
A speed change transmission mechanism configured to have a speed change function and capable of transmitting power of the single planetary gear train mechanism to the differential at a predetermined speed ratio.
And a brake device configured to have a function of transmitting power at least in a single direction.
The first synchronizer is a device which can selectively keep the connected elements in a same rotating speed rotating state or a stopped state.
In one embodiment of the present invention, the braking device is a brake capable of selectively decelerating or stopping or maintaining a stopped state of a moving member connected thereto. In another embodiment of the present invention, the brake device is a one-way clutch having a function of transmitting power in one direction.
Furthermore, a first transmission shaft is arranged between the engine and the single-planet row mechanism, and a second transmission shaft is arranged between the first motor and the single-planet row mechanism. A first motor equipped with a first rotor shaft through which the first motor outputs power or inputs power; the second electric machine is equipped with a second rotor shaft, via which the second electric machine outputs or inputs power.
Furthermore, the single-row planetary gear mechanism is provided with a first sun gear, a first inner gear ring, a first planet carrier and a first planet gear, wherein the first planet gear is kept on the first planet carrier, the first planet gear is meshed with the first sun gear, and the first planet gear is meshed with the first inner gear ring.
Further, the variable speed transmission mechanism comprises a first gear, a second gear, a third gear, a fourth gear, a fifth gear, a sixth gear, a seventh gear, a third transmission shaft, a fourth transmission shaft and a fifth transmission shaft. The first gear, the second gear and the first planet carrier are coaxially connected to form a third transmission shaft. The third gear and the first synchronizer are coaxially connected to form a fifth transmission shaft. The seventh gear and the second rotor shaft are coaxially connected to form a fourth transmission shaft. The first gear and the third gear are meshed with each other. The second gear is intermeshed with the fourth gear. The seventh gear is meshed with the fourth gear, and the fifth gear is meshed with the sixth gear; the sixth gear is fixedly connected with the differential shell; the sixth gear is used to transmit the power of the change gear transmission mechanism to the differential.
Further, the first transmission shaft transmits the power of the engine to the first inner gear ring; the first sun gear and the first rotor shaft are coaxially connected to form a second transmission shaft; the brake device is arranged between the first transmission shaft and the shell; one end of the first synchronizer is connected with the third gear, and the other end of the first synchronizer is connected with the fifth gear; the third gear is coaxially and idly sleeved on the fifth transmission shaft; the fifth gear is coaxially sleeved on the fifth transmission shaft in a hollow manner; the second transmission shaft and the third transmission shaft are coaxially arranged with the first transmission shaft, and the fourth transmission shaft and the fifth transmission shaft are non-coaxially arranged with the first transmission shaft; the second transmission shaft coaxially passes through the third transmission shaft.
In the axial direction, the first motor and the second motor are both arranged on the side far away from the engine, the braking device, the fifth gear, the sixth gear and the differential are all arranged on the side close to the engine, the third gear and the first gear are all arranged on the side far away from the engine relative to the fifth gear, and the second gear, the fourth gear and the seventh gear are all arranged on the side far away from the engine relative to the third gear.
Furthermore, the first motor and the second motor are both connected with a power storage battery, and in different working modes, the first motor and/or the second motor are/is used as a generator to charge the power battery or used as a motor to use electric energy in the power storage battery.
Above-mentioned novel hybrid transmission realizes different drive modes through different connected mode, specifically includes:
pure electric drive mode 1: the first synchronizer is engaged with a fourth gear, is driven by the second motor independently or by the first motor and the second motor together, and an engine is in a stop state;
pure electric drive mode 2: the first synchronizer is connected with a third gear, is driven by the second motor independently or driven by the first motor and the second motor together, and the engine is in a stop state;
hybrid drive mode 1: the first synchronizer is connected with the fourth gear and is driven by the engine, the first motor and the second motor together, in the mode, the output power of the engine is subjected to power splitting at the input end through the single planetary gear mechanism, the first motor is used as a generator or a motor to adjust the working point of the engine, and the second motor is used as a motor to adjust the working point of the engine;
hybrid drive mode 2: the first synchronizer is connected with the third gear and is driven by the engine, the first motor and the second motor together, in the mode, the output power of the engine is subjected to power splitting at the input end through the single planetary gear mechanism, the first motor is used as a generator or a motor to adjust the working point of the engine, and the second motor is used as a motor to adjust the working point of the engine;
braking energy recovery mode 1: when the vehicle is braked, the first synchronizer is connected with the fourth gear, and the wheels drag the vehicle in the reverse direction to drive the second motor to charge the power storage battery so as to recover the kinetic energy of the vehicle under the braking condition;
braking energy recovery mode 2: when the vehicle is braked, the first synchronizer is connected with the third gear, and the wheels drag the vehicle in the reverse direction to drive the second motor to charge the power storage battery so as to recover the kinetic energy of the vehicle under the braking condition;
parking charging mode: when the vehicle is in a parking braking state, the first synchronizer is connected with the fourth gear, or the first synchronizer is connected with the third gear, and the first motor is driven by the engine to charge the power storage battery.
The novel hybrid transmission further comprises: the parking mechanism is used for realizing the parking function of the novel hybrid power transmission; the mechanical pump is used for providing hydraulic oil for the novel hybrid power transmission; an electric pump configured to be driven by an oil pump motor and to provide hydraulic oil for the novel hybrid transmission; and a controller configured to control an ECU of an engine and/or the first motor and/or the second motor.
The invention has the beneficial effects that:
firstly, the integration level is high: the invention integrates two motors, a differential mechanism, a variable speed transmission mechanism and the like, and realizes the mode switching function of the transmission by controlling a power source through the controller.
Secondly, the structure is simple: the invention has fewer parts, is beneficial to reducing the mechanical manufacturing cost, further reduces the volume and the weight of the speed changer, and has higher integral reliability due to simple structure.
Thirdly, the control difficulty is low: because the invention has relatively few parts, the development difficulty of the control system is lower, and the reliability of the control system is higher.
Fourthly, the dynamic property is strong, and the fuel economy is high: the hybrid power system comprises a pure electric driving mode, a hybrid power driving mode, a braking energy recovery mode and a parking power generation mode, different modes can fully meet the power requirements of the hybrid power vehicle under different driving working conditions, the working point of an engine can be flexibly adjusted, the engine can work in a working interval with higher efficiency, and therefore the efficiency of the whole hybrid power system is effectively ensured to be higher.
The invention will be explained in more detail below with reference to the drawings and examples.
Drawings
Fig. 1 is a schematic structural view of embodiment 1.
Fig. 2 is a schematic structural view of embodiment 2.
The notation in the figure is:
HT-novel hybrid power transmission
ICE-engine;
FW torsion damping device
FC one-way clutch
B1 brake
C1-first synchronizer
1-first drive shaft
2-second drive shaft
3-third drive shaft
4-fourth transmission shaft
5-fifth Transmission shaft
PG-single planetary gear train mechanism
PC 1-first planet carrier
S1 first Sun gear
P1-first planetary gear
R1-first ring gear
EM 1-first electric machine
EM 2-second electric machine
RS 1-first rotor shaft
RS 2-second rotor shaft
G1-first Gear
G2-second Gear
G3-third Gear
G4-fourth Gear
G5-fifth Gear
G6-sixth Gear
G7-seventh Gear
DIF differential mechanism
Detailed Description
Embodiment 1, referring to fig. 1, fig. 1 is a first embodiment of a power split hybrid transmission provided by the present invention, and includes a single planetary gear set PG, a differential DIF, a transmission mechanism TG, a housing 9, a first transmission shaft 1, a second transmission shaft 2, a third transmission shaft 3, a fourth transmission shaft 4, and a fifth transmission shaft 5.
The power source of the novel hybrid transmission HT comprises an engine ICE, a first electric machine EM1, a second electric machine EM2, wherein the first electric machine EM1 comprises a first rotor shaft RS1, the first electric machine EM1 inputs or outputs power through the first rotor shaft RS1, the second electric machine EM2 comprises a second rotor shaft RS2, and the second electric machine EM2 inputs or outputs power through a second rotor shaft RS 2.
The single planetary gear set PG includes a first sun gear S1, a first ring gear R1, a first carrier PC1, and first planet gears P1, the first planet gears P1 are held on the first carrier PC1, the first planet gears P1 are meshed with the first sun gear S1, and the first planet gears P1 are meshed with the first ring gear R1.
The speed change transmission mechanism TG includes a first gear G1, a second gear G2, a third gear G3, a fourth gear G4, a fifth gear G5, a sixth gear G6, a seventh gear G7, a third transmission shaft 3, a fourth transmission shaft 4, and a fifth transmission shaft 5; the first gear G1, the second gear G3 and the first planet carrier PC1 are coaxially connected to form the third transmission shaft 3; the seventh gear G7 and the second rotor shaft RS2 are coaxially connected to form a fourth transmission shaft 4; the fifth gear G5 is coaxially connected with the first synchronizer C1 to form a fifth transmission shaft 5; the first gear G1 intermeshes with the third gear G3; the second gear G2 intermeshes with the fourth gear G4; the seventh gear G7 intermeshes with the fourth gear G4; the fifth gear G5 intermeshes with the sixth gear G6; the sixth gear G6 is fixedly connected with the differential DIF shell; the sixth gear G6 is used to transmit the power of the transmission mechanism TG to the differential DIF.
The first sun gear S1 is coaxially connected to the first rotor shaft RS1 to constitute the second propeller shaft 2.
The first transmission shaft 1 transmits the engine ICE power to the first ring gear R1.
The first gear G1 and the second gear G2 are used to transmit the power of the single planetary gear train PG to the transmission TG, the sixth gear G6 is used to transmit the power of the transmission TG to the differential DIF, and the differential DIF is used to directly drive the hybrid system.
The one-way clutch FC is arranged between the first transmission shaft 1 and the housing 9.
One end of the first clutch C1 is connected to the third gear G3, and the other end of the first clutch C1 is connected to the fifth gear G5.
The third gear G3 is coaxially sleeved on the fifth transmission shaft 5. The fifth gear G5 is coaxially sleeved on the fifth transmission shaft 5. The second transmission shaft 2 and the third transmission shaft 3 are arranged coaxially with the first transmission shaft 1. The fourth transmission shaft 4 and the fifth transmission shaft 5 are arranged non-coaxially with the first transmission shaft 1. The second transmission shaft 2 coaxially passes through the third transmission shaft 3. In the axial direction, the first electric machine EM1 and the second electric machine EM2 are both disposed on the side away from the engine ICE, the brake B1 or the one-way clutch FC, the fifth gear G5, the sixth gear G6, and the differential DIF are both disposed on the side close to the engine ICE, the third gear G3 and the first gear G1 are both disposed on the side away from the engine ICE with respect to the fifth gear G5, and the second gear G2, the fourth gear G4, and the seventh gear G7 are all disposed on the side away from the engine ICE with respect to the third gear G3.
In this embodiment, novel hybrid transmission adopts different mode under the operating mode of going of difference, include:
pure electric drive mode 1: the first synchronizer C1 is engaged with the fourth gear G4, driven by the second electric machine EM2 alone or by the first electric machine EM1 in combination with the second electric machine EM2, and the engine ICE is in a stopped state.
Pure electric drive mode 2: the first synchronizer C1 is engaged with the third gear G3, driven by the second electric machine EM2 alone or by the first electric machine EM1 in combination with said second electric machine EM2, and the engine ICE is in a stopped state.
Hybrid drive mode 1: the first synchronizer C1 is engaged with the fourth gear G4, driven jointly by the engine ICE, the first electric machine EM1 and the second electric machine EM2, in which mode the output power of the engine ICE is split at the input by means of the single planetary gear PG, the first electric machine EM1 acts as a generator or as an electric motor regulating the engine operating point, and the second electric machine EM2 acts as an electric motor regulating the engine operating point.
Hybrid drive mode 2: the first synchronizer C1 is engaged with the third gear G3, driven jointly by the engine ICE, the first electric machine EM1 and the second electric machine EM2, in which mode the output power of the engine ICE is power split at the input by the single planetary gear PG, the first electric machine EM1 acts as a generator or as an electric motor regulating the engine operating point, and the second electric machine EM2 acts as an electric motor regulating the engine operating point.
Braking energy recovery mode 1: when the vehicle brakes, the first synchronizer C1 is engaged with the fourth gear G4, and the wheels drag the vehicle in the reverse direction to drive the second motor EM2 to charge the power storage battery so as to recover the kinetic energy of the vehicle under the braking condition.
Braking energy recovery mode 2: when the vehicle brakes, the first synchronizer C1 is engaged with the third gear G3, and the wheels drag the vehicle in the reverse direction to drive the second electric machine EM2 to charge the power storage battery so as to recover the kinetic energy of the vehicle under the braking condition.
Parking charging mode: when the vehicle is in a parking brake state, the first synchronizer C1 is engaged with the fourth gear G4, or the first synchronizer C1 is engaged with the third gear G3, and the first electric machine EM1 is driven by the engine ICE to charge the power storage battery.
In the present embodiment, the operating state of the vehicle of the transmission device under each operating condition is as follows.
Firstly, vehicle starting:
when the vehicle power storage battery is high in charge (for example: higher than 80%) and the starting power demand is small, the electric drive mode 1 is adopted, namely the first synchronizer C1 is engaged with the fourth gear G4, and the vehicle is started by adopting the second electric machine EM2 to drive alone or adopting the second electric machine EM2 and the first electric machine EM1 to drive together;
when the vehicle power storage battery is high in electric quantity (for example: higher than 80%) and the starting power demand is large, the electric drive mode 2 is adopted, namely the first synchronizer C1 is engaged with the third gear G3, and the second electric machine EM2 is adopted for driving alone or the second electric machine EM2 and the first electric machine EM1 are adopted for driving together to realize vehicle starting;
when the vehicle power storage battery is low (for example, lower than 20%), the hybrid driving mode 1 is adopted, namely the first synchronizer C1 is engaged with the fourth gear G4, and the vehicle is started by jointly driving the ICE, the first electric machine EM1 and the second electric machine EM 2; or the hybrid power driving mode 2 is adopted, namely the first synchronizer C1 is engaged with the third gear G3, and the vehicle is started by jointly driving the engine ICE, the first electric machine EM1 and the second electric machine EM 2.
II, high-speed running in the vehicle:
when the hybrid vehicle starts and runs for a certain time in the pure electric drive mode and the power storage battery has higher electric quantity (for example, higher than 50%), the vehicle can run to a certain speed in the pure electric drive mode 1 and then is switched to the pure electric drive mode 2, so that the pure electric running of the vehicle in a full speed range is ensured;
when the electric quantity of the power storage battery is reduced to a certain level or the system efficiency is relatively low (for example: lower than 50%), the vehicle can be switched from the pure electric driving mode 1 or the pure electric driving mode 2 to the hybrid driving mode;
in the process of switching to the hybrid power drive mode under the pure electric drive mode 1 or the pure electric drive mode 2, the second electric motor EM2 continues to drive the vehicle to normally run, and after the first electric motor EM1 pulls the engine ICE to a certain rotating speed, the engine ICE is ignited and started;
in order to reduce the impact on the comfort of the vehicle during the starting process of the engine ICE, the first electric machine EM1 generates electricity for a short time to balance the explosive torque during the starting process of the engine ICE, and then the vehicle is in a hybrid driving mode;
when the vehicle enters a hybrid drive mode, the operating point of the engine ICE can be flexibly adjusted and the system operates at a higher efficiency.
Thirdly, parking the vehicle:
when the electric quantity of the vehicle power storage battery is low (for example: lower than 60%) during parking, the engine ICE drives the first electric machine EM1 to charge the vehicle power storage battery through the single planet carrier mechanism PG;
when the vehicle power battery is high (e.g., greater than 80%), the engine is shut off.
Fourthly, braking of the vehicle:
when the vehicle is not braked emergently and when the power storage battery of the vehicle is low (for example: less than 60%), the wheels drag the transmission device to drive the first electric machine EM1 and the second electric machine EM2 to charge the power storage battery so as to recover part of kinetic energy of the vehicle under the condition of braking;
otherwise, the braking system is directly started to brake the vehicle.
Embodiment 2, as shown in fig. 2, fig. 2 is a second embodiment of the power split hybrid transmission provided by the present invention, and embodiment 2 is similar to embodiment 1 except that in embodiment 2, a brake B1 is used instead of the one-way clutch FC in embodiment 1. The rest is the same as example 1.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the scope of the present invention, so that the equivalent changes or modifications of the structure, features and principles of the present invention by those skilled in the art can be made without departing from the spirit of the present invention.

Claims (4)

1. A new Hybrid Transmission (HT), comprising a casing (9), characterized in that: the device also comprises a power source, a single planet row mechanism (PG), a Differential (DIF), a variable speed transmission mechanism (TG), a braking device and a first synchronizer (C1); wherein the content of the first and second substances,
the power source has: the electric power transmission system comprises an engine (ICE), a first electric machine (EM1) and a second electric machine (EM2), wherein the engine (ICE) can transmit power to a single planetary gear set (PG), the first electric machine (EM1) and the second electric machine (EM2) are both configured to have electric and/or power generation functions and can input power or output power, the first electric machine (EM1) can transmit power to the single planetary gear set (PG), and the second electric machine (EM2) can transmit power to a variable speed transmission mechanism (TG); a first transmission shaft (1) is arranged between the engine (ICE) and the single-planet row mechanism (PG), and a second transmission shaft (2) is arranged between the first motor (EM1) and the single-planet row mechanism (PG); a first electric machine (EM1) equipped with a first rotor shaft (RS1), the first electric machine (EM1) outputting power or inputting power through the first rotor shaft (RS 1); the second electric machine (EM2) is equipped with a second rotor shaft (RS2), and the second electric machine (EM2) outputs power or inputs power through the second rotor shaft (RS 2);
the single planetary gear train mechanism (PG) is configured to have a differential speed or speed change function and can transmit power of an engine (ICE) and/or power of a first motor (EM1) to the speed change transmission mechanism (TG) after differential speed or speed change; the single planetary gear set (PG) comprises a first sun gear (S1), a first ring gear (R1), a first planet carrier (PC1) and a first planet gear (P1), wherein the first planet gear (P1) is held on the first planet carrier (PC1), the first planet gear (P1) is meshed with the first sun gear (S1), and the first planet gear (P1) is meshed with the first ring gear (R1); the speed change transmission mechanism (TG) comprises a first gear (G1), a second gear (G2), a third gear (G3), a fourth gear (G4), a fifth gear (G5), a sixth gear (G6), a seventh gear (G7), a third transmission shaft (3), a fourth transmission shaft (4) and a fifth transmission shaft (5); the first gear (G1), the second gear (G2) and the first planet carrier (PC1) are coaxially connected to form a third transmission shaft (3); the third gear (G3) and the first synchronizer (C1) are coaxially connected to form a fifth transmission shaft (5); the seventh gear (G7) and the second rotor shaft (RS2) are coaxially connected to form a fourth transmission shaft (4); the first gear (G1) intermeshes with the third gear (G3); the second gear (G2) intermeshes with the fourth gear (G4); the seventh gear (G7) intermeshes with the fourth gear (G4); the fifth gear (G5) intermeshes with the sixth gear (G6); the sixth gear (G6) is fixedly connected with the Differential (DIF) shell; the sixth gear (G6) is used for transmitting the power of the speed change transmission mechanism (TG) to the Differential (DIF);
a Differential (DIF) having a differential function and directly used for driving the hybrid system;
a transmission mechanism (TG) configured to have a transmission function and capable of transmitting power of the single planetary row mechanism (PG) to the Differential (DIF) at a predetermined speed ratio;
a brake device configured to have a function of transmitting power at least in a single direction;
a first synchronizer (C1), the first synchronizer (C1) is configured as a device which can selectively keep the connected elements in a same rotating speed rotating state or a stopped state;
the first transmission shaft (1) transmits the power of an engine (ICE) to a first ring gear (R1); the first sun gear (S1) and the first rotor shaft (RS1) are coaxially connected to form a second transmission shaft (2); the braking device is arranged between the first transmission shaft (1) and the housing (9); one end of the first synchronizer (C1) is connected with the third gear (G3), and the other end of the first synchronizer (C1) is connected with the fourth gear (G4); the third gear (G3) is coaxially sleeved on the fifth transmission shaft (5); the fourth gear (G4) is coaxially sleeved on the fifth transmission shaft (5); the second transmission shaft (2) and the third transmission shaft (3) are coaxially arranged with the first transmission shaft (1), and the fourth transmission shaft (4) and the fifth transmission shaft (5) are non-coaxially arranged with the first transmission shaft (1); the second transmission shaft (2) coaxially passes through the third transmission shaft (3); in the axial direction, the first electric machine (EM1) and the second electric machine (EM2) are both arranged on the side away from the engine (ICE), the braking device, the fifth gear (G5), the sixth gear (G6) and the Differential (DIF) are all arranged on the side close to the engine, the third gear (G3), the first gear (G1) are all arranged on the side away from the engine (ICE) relative to the fifth gear (G5), and the second gear (G2), the fourth gear (G4) and the seventh gear (G7) are all arranged on the side away from the engine (ICE) relative to the third gear (G3);
the first electric machine (EM1) and the second electric machine (EM2) are connected with a power storage battery, and in different working modes, the first electric machine (EM1) and/or the second electric machine (EM2) are/is used as a generator to charge a power battery or used as a motor to use electric energy in the power storage battery;
the novel hybrid transmission realizes different driving modes through different connection modes, and specifically comprises:
pure electric drive mode 1: the first synchronizer (C1) is engaged with a fourth gear (G4), driven by the second electric machine (EM2) alone or by both the first electric machine (EM1) and the second electric machine (EM2), and the engine (ICE) is in a shutdown state;
pure electric drive mode 2: the first synchronizer (C1) is engaged with a third gear (G3), driven by the second electric machine (EM2) alone or by both the first electric machine (EM1) and the second electric machine (EM2), and the engine (ICE) is in a shutdown state;
hybrid drive mode 1: the first synchronizer (C1) is engaged with a fourth gear (G4), and is driven by an engine (ICE), a first electric machine (EM1) and a second electric machine (EM2) together, in the mode, the output power of the engine (ICE) is divided by power at the input end through the single planetary gear mechanism (PG), the first electric machine (EM1) is used as a generator or an electric motor to adjust the engine working point, and the second electric machine (EM2) is used as an electric motor to adjust the engine working point;
hybrid drive mode 2: the first synchronizer (C1) is engaged with a third gear (G3), and is driven by an engine (ICE), a first electric machine (EM1) and a second electric machine (EM2) together, in the mode, the output power of the engine (ICE) is divided by power at the input end through the single planetary gear mechanism (PG), the first electric machine (EM1) is used as a generator or an electric motor to adjust the engine working point, and the second electric machine (EM2) is used as an electric motor to adjust the engine working point;
braking energy recovery mode 1: when the vehicle is braked, the first synchronizer (C1) is engaged with the fourth gear (G4), and the wheels drag the vehicle in the reverse direction to drive the second motor (EM2) to charge the power storage battery so as to recover the kinetic energy of the vehicle under the braking condition;
braking energy recovery mode 2: when the vehicle is braked, the first synchronizer (C1) is engaged with the third gear (G3), and the wheels drag the vehicle in the reverse direction to drive the second motor (EM2) to charge the power storage battery so as to recover the kinetic energy of the vehicle under the braking condition;
parking charging mode: when the vehicle is in a parking brake state, the first synchronizer (C1) is engaged with the fourth gear (G4), or the first synchronizer (C1) is engaged with the third gear (G3), and the first electric machine (EM1) is driven by an engine (ICE) to charge a power storage battery.
2. The novel hybrid transmission of claim 1, wherein: the brake device is a brake (B1) capable of selectively decelerating or stopping or keeping a stopped state of a moving member connected thereto.
3. The novel hybrid transmission of claim 1, wherein: the brake device is a one-way clutch (FC) having a one-way power transmission function.
4. The novel hybrid transmission of claim 1, wherein: further comprising:
a parking mechanism for implementing a parking function of the new Hybrid Transmission (HT);
a mechanical pump for providing hydraulic oil to a new Hybrid Transmission (HT);
an electric pump configured to be driven by an oil pump motor and to provide hydraulic oil for a novel Hybrid Transmission (HT); and
a controller configured to control an ECU of an engine (ICE) and/or the first electric machine (EM1) and/or the second electric machine (EM 2).
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