CN111038247A - Double-clutch hybrid power coupling system and vehicle - Google Patents
Double-clutch hybrid power coupling system and vehicle Download PDFInfo
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- CN111038247A CN111038247A CN201811182143.3A CN201811182143A CN111038247A CN 111038247 A CN111038247 A CN 111038247A CN 201811182143 A CN201811182143 A CN 201811182143A CN 111038247 A CN111038247 A CN 111038247A
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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
- B60K6/38—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 driveline clutches
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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
- B60K6/38—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 driveline clutches
- B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/44—Series-parallel type
- B60K6/445—Differential gearing distribution type
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention belongs to the field of new energy automobiles, and relates to a vehicle and a double-clutch hybrid power coupling system, which comprises an engine, a generator, a driving motor, a differential, a first clutch and a second clutch; the engine is connected with the driving part of the first clutch through the first input shaft; the driven part of the first clutch is connected with the driving part of the second clutch; the generator is connected with the driving part of the second clutch through the second input shaft; the driven part of the second clutch is connected with the differential; the driving motor is connected with the differential mechanism through a third input shaft. By selectively combining or separating the first clutch and the second clutch, whether the engine and the generator participate in driving or generating can be controlled, so that multiple driving modes are realized, and higher transmission efficiency is obtained; particularly, the direct drive mode and the double-motor pure electric mode of the engine are realized, the power performance of the whole vehicle is obviously improved, and the cost is reduced.
Description
Technical Field
The invention belongs to the field of new energy automobiles, and particularly relates to a double-clutch hybrid power coupling system and a vehicle.
Background
The power system comprises an engine (internal combustion engine) and a transmission system consisting of a transmission, a differential and a transmission shaft; its function is to provide the vehicle with the driving power required for the driving wheels. Internal combustion engines have a range of speeds and torques and achieve optimum operation within a small range, with minimum fuel consumption, minimum harmful emissions, or both. However, the actual road conditions vary greatly, and they are reflected not only in the speed of the driving wheels, but also in the torque required by the driving wheels. Therefore, it is the primary task of the transmission to achieve the optimum speed and torque of the internal combustion engine, i.e., the optimum power state, and match the power state of the driving wheels well.
In recent years, the emergence of motor hybrid technology has opened up a new approach for achieving complete matching of power between an internal combustion engine and a power wheel. Among the many designs of powertrain, the most representative are the series hybrid system and the parallel hybrid system. In the series hybrid system of the electric motor, a generator of the internal combustion engine, a motor, a shafting and a driving wheel form a series power chain, and the structure of the power assembly is extremely simple. Wherein the generator-motor combination can be considered as a transmission in the conventional sense. When used in combination with an energy storage device, such as a battery, capacitor, etc., the transmission may also function as an energy modulation device to accomplish independent speed and torque modulation.
The motor parallel system is provided with two parallel independent power chains. One consisting of a conventional mechanical transmission and the other consisting of an electric motor-battery system. The mechanical transmission is responsible for speed regulation, while the electric machine-battery system regulates power or torque. In order to fully develop the potential of the whole system, the mechanical transmission also needs to adopt a stepless speed change mode.
The serial hybrid system has the advantages of simple structure and flexible layout. However, since all power passes through the generator and the motor, the power requirement of the motor is high, the volume is large, and the weight is heavy. Meanwhile, the energy transmission process is converted by two machines, namely electricity and machine, so that the efficiency of the whole system is low. In a parallel hybrid system, only a portion of the power passes through the electric machine system, and therefore, the power requirements on the electric machine are relatively low. The efficiency of the whole system is high. However, the system needs two sets of independent subsystems and is high in manufacturing cost. Typically only for weak mixing systems.
The existing power coupling system comprises an engine, a generator, a clutch and a driving motor, wherein the generator is coaxially connected with the engine, the clutch is arranged between the engine and the generator, and the driving motor is respectively connected with the clutch and a differential mechanism through a transmission device. Only one gear is arranged during motor driving, a pure electric mode of double motors cannot be realized, power performance is limited, and economy has further improved space. The system is only suitable for urban working conditions and medium and small vehicle types, and is not ideal in dynamic property and economical efficiency for non-urban working conditions and large vehicle types.
Disclosure of Invention
One of the technical problems to be solved by the invention is as follows: aiming at the problem that the dynamic property and the economical efficiency of the power coupling system in the existing scheme are insufficient, the dual-clutch hybrid power coupling system is provided.
In order to solve the technical problem, the embodiment of the invention provides a dual-clutch hybrid power coupling system, which comprises an engine, a generator, a driving motor and a differential mechanism, wherein the engine is connected with the generator; the clutch also comprises a first clutch and a second clutch;
the engine is connected with the driving part of the first clutch through a first input shaft;
the driven part of the first clutch is connected with the driving part of the second clutch;
the generator is connected with the driving part of the second clutch through a second input shaft;
the driven part of the second clutch is connected with the differential;
and the driving motor is connected with the differential mechanism through a third input shaft.
Optionally, the clutch further comprises a speed-increasing gear pair, and the driving part of the second clutch is connected with the second input shaft through the speed-increasing gear pair.
Optionally, further comprising an intermediate shaft;
the driven part of the second clutch is connected with the differential through the intermediate shaft;
the third input shaft is connected with the differential through the intermediate shaft.
Optionally, a first reduction gear pair and a second reduction gear pair are also included;
the driven part of the second clutch is connected with the intermediate shaft through the first reduction gear pair;
the third input shaft is connected with the intermediate shaft through the second reduction gear pair.
Optionally, the device further comprises a first shaft and a second shaft, wherein the first input shaft, the first shaft and the second shaft are coaxially arranged;
the speed-increasing gear pair comprises a first gear and a second gear which are meshed with each other; one end of the second shaft is connected with the driving part of the second clutch, the other end of the second shaft is connected with the first gear, and the second gear is connected with the second input shaft;
the first reduction gear pair comprises a third gear and a fourth gear which are meshed with each other; the first shaft is rotatably arranged in the shaft hole of the second shaft in a penetrating mode, one end of the first shaft is connected with the driven part of the second clutch, and the other end of the first shaft is connected with the third gear; the fourth gear is connected with the intermediate shaft.
Optionally, the second reduction gear pair comprises a fifth gear and the fourth gear, the fifth gear and the fourth gear being intermeshed.
Optionally, the first input shaft, the second input shaft and the third input shaft are arranged in parallel.
Optionally, the gearbox further comprises a third reduction gear pair, and the intermediate shaft and the differential are connected through the third reduction gear pair.
Optionally, the dual-clutch hybrid power coupling system has a single-motor pure electric drive mode, a dual-motor pure electric mode, an engine direct drive mode, a hybrid drive mode, a range extending mode and a parking power generation mode;
the first clutch is separated, the second clutch is separated, the engine and the generator do not work, and the driving motor drives to establish the single-motor pure electric driving mode;
the first clutch is separated, the engine does not work in combination with the second clutch, and the generator and the driving motor are driven together to establish the dual-motor pure electric mode;
the engine is driven by combining the first clutch and the second clutch, and the generator and the driving motor do not work so as to establish the direct drive mode of the engine;
the engine is driven, the generator is driven or generates electricity under the driving of the engine, and the driving motor is driven to establish the hybrid driving mode;
the second clutch is separated in combination with the first clutch, the engine drives the generator to generate power, and the driving motor drives the generator to establish the range extending mode;
and the second clutch is separated in combination with the first clutch, the engine drives the generator to generate power, and the driving motor does not work so as to establish the parking power generation mode.
The dual-clutch hybrid power coupling system provided by the embodiment of the invention is provided with the first clutch and the second clutch, and the first clutch is selectively combined or separated, and the second clutch is selectively combined or separated, so that whether an engine participates in driving or power generation and whether a generator participates in driving or power generation can be controlled, various driving modes can be realized, and higher transmission efficiency can be obtained; particularly, a direct drive mode of the engine and a pure electric mode of double motors are realized, and the power performance of the whole vehicle is obviously improved; due to the fact that the pure electric mode of the double motors is achieved, the power requirement can be met under the condition that the driving motors are reduced properly, and therefore the power performance of the whole vehicle can be further improved, and the cost of the driving motors can be further reduced.
The second technical problem to be solved by the invention is as follows: aiming at the problem that the dynamic property and the economical efficiency of the power coupling system in the existing scheme are insufficient, a vehicle is provided.
In order to solve the above technical problem, an embodiment of the present invention provides a vehicle, including a controller and a battery connected to the controller; the double-clutch hybrid power coupling system is characterized by further comprising the double-clutch hybrid power coupling system, wherein the engine, the generator and the driving motor are connected to and controlled by the controller.
According to the vehicle provided by the embodiment of the invention, by adopting the double-clutch hybrid power coupling system, the engine can drive the generator to generate power for the battery, the battery can provide power for driving the wheels for the generator and the driving motor, the engine can directly drive the wheels, and whether the engine participates in driving or power generation and whether the generator participates in driving or power generation can be controlled by selectively combining or separating the first clutch and the second clutch, so that multiple driving modes are realized, and higher transmission efficiency is obtained; the engine is in a direct drive mode, so that the energy conversion of machine-electricity and electricity-machine is avoided, and the transmission efficiency is improved; due to the fact that the pure electric mode of the double motors is achieved, the power requirement can be met under the condition that the driving motors are reduced properly, the power performance of the whole vehicle can be further improved, and the production cost of the whole vehicle is reduced.
Drawings
FIG. 1 is a schematic diagram of a dual clutch hybrid coupling system according to an embodiment of the present invention;
FIG. 2 is a power transmission route diagram of the dual clutch hybrid coupling system shown in FIG. 1 in a single motor electric only mode;
FIG. 3 is a power transmission route diagram of the dual clutch hybrid coupling system shown in FIG. 1 in a dual motor electric only mode;
FIG. 4 is a power transfer route diagram of the dual clutch hybrid coupling system shown in FIG. 1 in an engine direct drive mode;
FIG. 5 is a power transmission route diagram of the dual clutch hybrid coupling system of FIG. 1 in a hybrid drive mode;
FIG. 6 is a power transmission route diagram of the dual clutch hybrid coupling system of FIG. 1 in a range extended mode;
fig. 7 is a power transmission route diagram of the dual clutch hybrid coupling system shown in fig. 1 in a parking power generation mode.
The reference numerals in the specification are as follows:
1. an engine; 101. a first input shaft;
2. a generator; 21. a second input shaft;
3. a drive motor; 31. a third input shaft;
4. a differential mechanism; 5. a first clutch; 6. a second clutch; 7. an intermediate shaft;
8. a speed increasing gear pair; 81. a first gear; 82. a second gear;
9. a first reduction gear pair; 91. a third gear;
10. a fourth gear;
11. a first shaft; 12. a second shaft;
13. a second reduction gear pair; 131. a fifth gear;
14. a third reduction gear pair; 141. a sixth gear; 142. a seventh gear;
15. and (7) wheels.
Detailed Description
In order to make the technical problems, technical solutions and advantageous effects solved by the present invention more clearly apparent, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
As shown in fig. 1, the dual clutch hybrid coupling system provided by the embodiment of the invention includes an engine 1, a generator 2, a driving motor 3, a differential 4, a first clutch 5 and a second clutch 6; wherein:
the engine 1 is connected with the driving part of the first clutch 5 through a first input shaft 101;
the driven part of the first clutch 5 is connected with the driving part of the second clutch 6;
the generator 2 is connected with the driving part of the second clutch 6 through a second input shaft 21;
the driven part of the second clutch 6 is connected with the differential 4;
the drive motor 3 is connected to the differential 4 via a third input shaft 31.
According to the dual-clutch hybrid coupling system provided by the embodiment of the invention, the first clutch 5 and the second clutch 6 are arranged, and the engine 1 and the generator 2 can be controlled to participate in driving or generating electricity or not by selectively combining or separating the first clutch 5 (namely combining or separating the driving part and the driven part of the first clutch 5) and the second clutch 6 (namely combining or separating the driving part and the driven part of the second clutch 6), so that multiple driving modes can be realized, and higher transmission efficiency can be obtained; particularly, a direct drive mode of the engine (namely, the engine 1 is directly driven to the wheels 15) and a pure electric mode of the double motors (namely, the generator 2 and the driving motor 3 are both driven under the pure electric working condition) are realized, and the power performance of the whole vehicle is obviously improved; due to the fact that the double-motor pure electric mode is achieved, the power requirement can be met under the condition that the driving motor 3 is reduced properly, and therefore the power performance of the whole vehicle can be further improved, and the cost of the driving motor 3 can be further reduced.
Among them, the generator 2 is a motor/generator, and can be used for power generation and driving.
In one embodiment, as shown in fig. 1, the clutch further comprises a speed increasing gear pair 8, and the driving part of the second clutch 6 is connected with the second input shaft 21 through the speed increasing gear pair 8; the speed-increasing gear pair 8 plays a role in increasing speed and reducing current, and is beneficial to improving the power generation efficiency.
Specifically, the speed increasing gear pair 8 includes a first gear 81 and a second gear 82 that mesh with each other, the first gear 81 being connected to the driving portion of the second clutch 6, and the second gear 82 being connected to the second input shaft 21.
In one embodiment, as shown in fig. 1, further comprises an intermediate shaft 7;
the driven part of the second clutch 6 is connected with the differential 4 through an intermediate shaft 7;
the third input shaft 31 is connected to the differential 4 via the intermediate shaft 7.
When a plurality of structures among the engine 1, the generator 2, and the drive motor 3 participate in driving, the intermediate shaft 7 functions to couple the driven portion of the second clutch 6 with the power of the third input shaft 31, and the intermediate shaft 7 transmits the coupled power to the differential 4.
In one embodiment, as shown in fig. 1, the clutch further comprises a first reduction gear pair 9, and the driven part of the second clutch 6 is connected with the intermediate shaft 7 through the first reduction gear pair 9; the first reduction gear pair 9 plays a role in reducing speed and increasing flow.
Specifically, as shown in fig. 1, the first reduction gear pair 9 includes a third gear 91 and a fourth gear 10 that mesh with each other, the third gear 91 is connected to the driven portion of the second clutch 6, and the fourth gear 10 is connected to the intermediate shaft 7.
In one embodiment, as shown in fig. 1, the device further comprises a second reduction gear pair 13, and the third input shaft 31 is connected with the intermediate shaft 7 through the second reduction gear pair 13; the second reduction gear pair 13 functions to reduce the speed and increase the flow.
In one embodiment, as shown in fig. 1, the input shaft further includes a first shaft 11 and a second shaft 12, the first input shaft 101, the first shaft 11 and the second shaft 12 are coaxially arranged;
the speed increasing gear pair 8 includes a first gear 81 and a second gear 82 that mesh with each other; one end of the second shaft 12 is connected with the driving part of the second clutch 6, the other end is connected with the first gear 81, and the second gear 82 is connected with the second input shaft 21;
the first reduction gear pair 9 includes a third gear 91 and a fourth gear 10 that mesh with each other; the first shaft 11 is rotatably arranged in the shaft hole of the second shaft 12 in a penetrating way, one end of the first shaft 11 is connected with the driven part of the second clutch 6, and the other end of the first shaft 11 is connected with the third gear 91; the fourth gear wheel 10 is connected to the intermediate shaft 7.
The first gear 81 is connected with the driving part of the second clutch 6 through the second shaft 12, the third gear 91 is connected with the driven part of the second clutch 6 through the first shaft 11, and meanwhile, the first shaft 11 is rotatably arranged in the shaft hole of the second shaft 12 in a penetrating mode, so that the structure is more compact, and the transmission stability is improved.
In one embodiment, as shown in fig. 1, the second reduction gear pair 13 includes a fifth gear 131 and a fourth gear 10, and the fifth gear 131 and the fourth gear 10 are engaged with each other.
The first reduction gear pair 9 and the second reduction gear pair 13 share the fourth gear 10, which is beneficial to simplifying the structure on one hand and beneficial to coupling the fourth gear 10 with the power transmitted by the third gear 91 and the fifth gear 131 on the other hand.
In one embodiment, as shown in fig. 1, the first input shaft 101, the second input shaft 21 and the third input shaft 31 are arranged in parallel, and the structure is more compact.
In one embodiment, as shown in fig. 1, it further comprises a third reduction gear pair 14, and the intermediate shaft 7 is connected with the differential 4 through the third reduction gear pair 14; the third reduction gear pair 14 plays a role in reducing speed and increasing flow.
Specifically, as shown in fig. 1, the third reduction gear pair 14 includes a sixth gear 141 and a seventh gear 142 that mesh with each other, the sixth gear 141 being connected to the intermediate shaft 7, and the seventh gear 142 being connected to the differential 4.
Preferably, as shown in fig. 1, the first reduction gear pair 9, the second reduction gear pair 13 and the third reduction gear pair 14 are provided at the same time, and when the engine 1 is directly driven, the generator 2 is directly driven or the motor 3 is directly driven, power can be transmitted to the differential 4 after two-stage speed reduction, so that better power matching is realized.
Specifically, the generator 2 also functions as a starter motor for starting the engine 1. If the generator 2 is not driven and does not generate power and the engine 1 is driven, the generator 2 starts the engine 1 and then stops working; when the generator 2 is driven or generates power and the engine 1 is driven, the generator 2 keeps the operating state after starting the engine 1.
In one embodiment, as shown in fig. 2 to 7, the dual clutch hybrid coupling system has six operating modes, i.e., a single-motor electric-only mode, a dual-motor electric-only mode, an engine direct-drive mode, a hybrid drive mode, a range-extending mode, and a parking power generation mode;
the six operating modes are shown in table 1, where C1 and C2 in table 1 represent the first clutch 5 and the second clutch 6, respectively.
(1) Single motor pure electric mode
The first clutch 5 is separated, the second clutch 6 is separated, the engine 1 and the generator 2 do not work, and the motor 3 is driven to establish a single-motor pure electric mode; specifically, as shown in fig. 2, the power transmission route in this drive mode is: the driving motor 3- > the fifth gear 131- > the fourth gear 10- > the sixth gear 141- > the seventh gear 142- > the differential 4- > the wheel 15.
When the electric quantity of the battery is sufficient, the double-clutch hybrid power coupling system can enter a single-motor pure electric mode and is suitable for the full speed.
(2) Dual-motor pure electric mode
The first clutch 5 is separated, the engine 1 does not work in combination with the second clutch 6, and the generator 2 and the driving motor 3 are driven together to establish a double-motor pure electric mode; specifically, as shown in fig. 3, the power transmission route 1 in this drive mode is: generator 2- > second gear 82- > first gear 81- > second clutch 6- > third gear 91- > fourth gear 141- > seventh gear 142- > differential 4- > wheel 15,
the power transmission route 2 is: the driving motor 3- > the fifth gear 131- > the fourth gear 10- > the sixth gear 141- > the seventh gear 142- > the differential 4- > the wheel 15.
When the electric quantity of the battery is sufficient, the double-clutch hybrid power coupling system can enter a double-motor pure electric mode, and is suitable for full-speed and rapid acceleration.
(3) Direct drive mode of engine
In combination with the first clutch 5 and the second clutch 6, the engine 1 is driven, and the generator 2 and the driving motor 3 do not work so as to establish an engine direct-drive mode; specifically, as shown in fig. 4, the power transmission route in this drive mode is: the engine 1- > the first clutch 5- > the second clutch 6- > the third gear 91- > the fourth gear 10- > the sixth gear 141- > the seventh gear 142- > the differential 4- > the wheel 15.
When the vehicle speed requirement is high (medium-high speed), the double-clutch hybrid power coupling system can enter an engine direct-drive mode, and the engine 1 works in a high-efficiency region, particularly when the battery power is insufficient.
(4) Hybrid drive mode
In combination with the first clutch 5 and the second clutch 6, the engine 1 is driven, the generator 2 is driven or generates electricity under the drive of the engine 1, and the motor 3 is driven to establish a first hybrid driving mode; specifically, as shown in fig. 5, the power transmission route 1 in this drive mode is: engine 1- > first clutch 5- > second clutch 6- > third gear 91- > fourth gear 10- > sixth gear 141- > seventh gear 142- > differential 4- > wheel 15,
the power transmission route 2 is: generator 2- > second gear 82- > first gear 81- > second clutch 6- > third gear 91- > fourth gear 141- > seventh gear 142- > differential 4- > wheel 15,
the power transmission line 3 is: the driving motor 3- > the fifth gear 131- > the fourth gear 10- > the sixth gear 141- > the seventh gear 142- > the differential 4- > the wheel 15.
A hybrid drive mode in which the generator 2 generates electric power under the drive of the engine 1 is not shown (the power transmission route from the engine 1 to the generator 2 refers to a range extending mode described below).
When the vehicle speed requirement is high (medium-high speed), the dual-clutch hybrid coupling system can enter a hybrid driving mode. Meanwhile, when the electric quantity of the battery is insufficient, the engine 1 can be used for driving the generator 2 to generate electricity for the battery, the engine 1 and the driving motor 3 can drive the wheels 15 together, and when the electric quantity of the battery is sufficient, the engine 1, the driving motor 3 and the generator 2 can drive the wheels 15 together.
(5) Extended range mode
The first clutch 5 is combined, the second clutch 6 is separated, the engine 1 drives the generator 2 to generate electricity, and the motor 3 is driven to establish a range extending mode; specifically, as shown in fig. 6, the power transmission route 1 in this drive mode is: the engine 1- > the first clutch 5- > the second clutch 6- > the first gear 81- > the second gear 82- > the generator 2,
the power transmission route 2 is: the driving motor 3- > the fifth gear 131- > the fourth gear 10- > the sixth gear 141- > the seventh gear 142- > the differential 4- > the wheel 15.
When the electric quantity of the battery is insufficient, the double-clutch hybrid power coupling system can enter a range extending mode and is suitable for the full speed.
(6) Parking power generation mode
The first clutch 5 is combined, the second clutch 6 is separated, the engine 1 drives the generator 2 to generate electricity, and the driving motor 3 does not work, so that a parking electricity generation mode is established; specifically, as shown in fig. 7, the power transmission route in this drive mode is: the engine 1- > the first clutch 5- > the second clutch 6- > the first gear 81- > the second gear 82- > the generator 2.
When the vehicle is braked, the double-clutch hybrid power coupling system can enter a parking power generation mode, the driving motor 3 generates braking torque to brake the wheels 15, and induced current generated in a winding of the driving motor 3 charges a battery, so that the recovery of braking energy is realized.
The embodiment of the invention also provides a vehicle, which comprises a controller and a battery connected with the controller, and also comprises the double-clutch hybrid power coupling system mentioned in any one of the previous embodiments, wherein the engine 1, the generator 2 and the driving motor 3 are connected with and controlled by the controller.
By adopting the double-clutch hybrid power coupling system, the engine 1 can drive the generator 2 to generate power for the battery, the battery can provide power for driving the wheels 15 for the generator 2 and the driving motor 3, the engine 1 can directly drive the wheels 15, and whether the engine 1 participates in driving or power generation and whether the generator 2 participates in driving or power generation can be controlled by selectively combining or separating the first clutch 5 and the second clutch 6, so that multiple driving modes are realized, and higher transmission efficiency is obtained; the engine is in a direct drive mode, so that the energy conversion of machine-electricity and electricity-machine is avoided, and the transmission efficiency is improved; due to the fact that the pure electric mode of the double motors is achieved, the power requirement can be met under the condition that the driving motor 3 is reduced properly, the power performance of the whole vehicle can be further improved, and the production cost of the whole vehicle is reduced.
In one embodiment, five driving modes (a single-motor pure electric mode, a double-motor pure electric mode, an engine direct driving mode, a hybrid driving mode and a range extending mode) of the double-clutch hybrid power coupling system can be automatically switched according to the battery SOC value and the vehicle speed requirement, and a control process for automatically switching the five driving modes comprises the following steps:
s1, the controller judges the relation between the battery SOC value and the first threshold value, or simultaneously judges the relation between the battery SOC value and the first threshold value and the relation between the vehicle speed and the second threshold value;
s2, switching the working mode of the double-clutch hybrid power coupling system by the controller according to the judgment result of the step S1;
s3, when braking, the controller controls the driving motor 3 to generate braking torque and induce current in its windings to charge the battery.
The first threshold is used for judging the SOC value of the battery, the second threshold is used for judging the vehicle speed, the present embodiment does not limit the value ranges of the first threshold and the second threshold, and can be freely set according to a specific control strategy, and the values of the first threshold and the second threshold are different under different control strategies. After the first threshold and the second threshold are set in the controller, the controller automatically performs the determination of step S1 and automatically switches between the five driving modes according to the determination result of step S1.
The present invention is not limited to the above preferred embodiments, and any modifications, equivalent substitutions and improvements made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (10)
1. A double-clutch hybrid power coupling system comprises an engine, a generator, a driving motor and a differential, and is characterized by also comprising a first clutch and a second clutch;
the engine is connected with the driving part of the first clutch through a first input shaft;
the driven part of the first clutch is connected with the driving part of the second clutch;
the generator is connected with the driving part of the second clutch through a second input shaft;
the driven part of the second clutch is connected with the differential;
and the driving motor is connected with the differential mechanism through a third input shaft.
2. The dual clutch hybrid coupling system of claim 1, further comprising a step-up gear set, wherein the driving portion of the second clutch is coupled to the second input shaft through the step-up gear set.
3. The dual clutch hybrid coupling system of claim 1, further comprising an intermediate shaft;
the driven part of the second clutch is connected with the differential through the intermediate shaft;
the third input shaft is connected with the differential through the intermediate shaft.
4. The dual clutch hybrid coupling system of claim 3, further comprising a first reduction gear set and a second reduction gear set;
the driven part of the second clutch is connected with the intermediate shaft through the first reduction gear pair;
the third input shaft is connected with the intermediate shaft through the second reduction gear pair.
5. The dual clutch hybrid coupling system of claim 4, further comprising a first shaft and a second shaft, the first input shaft, the first shaft and the second shaft being coaxially disposed;
the speed-increasing gear pair comprises a first gear and a second gear which are meshed with each other; one end of the second shaft is connected with the driving part of the second clutch, the other end of the second shaft is connected with the first gear, and the second gear is connected with the second input shaft;
the first reduction gear pair comprises a third gear and a fourth gear which are meshed with each other; the first shaft is rotatably arranged in the shaft hole of the second shaft in a penetrating mode, one end of the first shaft is connected with the driven part of the second clutch, and the other end of the first shaft is connected with the third gear; the fourth gear is connected with the intermediate shaft.
6. The dual clutch hybrid coupling system of claim 5, wherein the second reduction gear set includes a fifth gear and the fourth gear, the fifth gear intermeshed with the fourth gear.
7. The dual clutch hybrid coupling system of claim 4, wherein the first input shaft, the second input shaft, and the third input shaft are arranged in parallel.
8. The dual clutch hybrid coupling system of claim 4, further comprising a third reduction gear set, wherein the countershaft is connected to the differential through the third reduction gear set.
9. The dual clutch hybrid coupling system according to claim 1, wherein the dual clutch hybrid coupling system has a single motor electric only driving mode, a dual motor electric only mode, an engine direct driving mode, a hybrid driving mode, a range extending mode, and a parking power generation mode;
the first clutch is separated, the second clutch is separated, the engine and the generator do not work, and the driving motor drives to establish the single-motor pure electric driving mode;
the first clutch is separated, the engine does not work in combination with the second clutch, and the generator and the driving motor are driven together to establish the dual-motor pure electric mode;
the engine is driven by combining the first clutch and the second clutch, and the generator and the driving motor do not work so as to establish the direct drive mode of the engine;
the engine is driven, the generator is driven or generates electricity under the driving of the engine, and the driving motor is driven to establish the hybrid driving mode;
the second clutch is separated in combination with the first clutch, the engine drives the generator to generate power, and the driving motor drives the generator to establish the range extending mode;
and the second clutch is separated in combination with the first clutch, the engine drives the generator to generate power, and the driving motor does not work so as to establish the parking power generation mode.
10. A vehicle comprising a controller and a battery connected to the controller, characterized by further comprising the dual clutch hybrid coupling system of any one of claims 1-9, the engine, the generator, and the drive motor being connected to and controlled by the controller.
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| CN201811182143.3A CN111038247A (en) | 2018-10-11 | 2018-10-11 | Double-clutch hybrid power coupling system and vehicle |
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| CN201811182143.3A CN111038247A (en) | 2018-10-11 | 2018-10-11 | Double-clutch hybrid power coupling system and vehicle |
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| CN111038247A true CN111038247A (en) | 2020-04-21 |
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| CN111993880A (en) * | 2020-08-31 | 2020-11-27 | 中国第一汽车股份有限公司 | Hybrid power system |
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