CN111071025A - Dual-motor hybrid power variable-speed driving system - Google Patents
Dual-motor hybrid power variable-speed driving system Download PDFInfo
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- CN111071025A CN111071025A CN202010005387.5A CN202010005387A CN111071025A CN 111071025 A CN111071025 A CN 111071025A CN 202010005387 A CN202010005387 A CN 202010005387A CN 111071025 A CN111071025 A CN 111071025A
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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
- B60K6/26—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 motors or the generators
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
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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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
- B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
The invention provides a double-motor hybrid power variable-speed driving system, which comprises an engine, a clutch, a first motor, a second motor, a first speed reducing mechanism, a second speed reducing mechanism, a power output mechanism, a first input shaft and a second input shaft, the parking system comprises a second-gear driving gear, a second-gear synchronizer, a first-gear driving gear, a differential mechanism, a first inverter, a second inverter, a battery, a wire harness and a parking system, wherein a first motor can be connected with a first input shaft through a first speed reduction mechanism, one end of the first input shaft can be connected with an engine, a clutch is arranged between the first input shaft and a second input shaft, the second input shaft is provided with the second-gear driving gear, the second-gear synchronizer and the first-gear driving gear, the first-gear driving gear or the second-gear driving gear can be connected with the differential mechanism through a power output mechanism, and the second motor can be connected with the power output mechanism or the differential mechanism through the second speed reduction mechanism. The invention can adopt different working condition modes according to requirements to improve the fuel economy.
Description
Technical Field
The invention belongs to the technical field of hybrid power, and particularly relates to a dual-motor hybrid power variable-speed driving system.
Background
The world faces two challenges of energy shortage and environmental deterioration, wherein the traditional fuel oil vehicle is also seriously influenced by oil crisis and environmental deterioration, so that the energy conservation and emission reduction gradually become the research subject of the automobile industry. The existing hybrid electric vehicle can improve the fuel economy of the vehicle through various ways, such as the engine is shut down during idling, deceleration or braking to drive in an electric-only driving mode, or the torque or power of the engine is supplemented in a hybrid driving mode, and finally the goals of reducing the oil consumption and the emission are achieved.
However, most of the existing hybrid power driving systems are only the deformation of the traditional multi-gear transmission, and have the problems of complex structure, redundant gears, long assembly, difficult arrangement and the like.
Disclosure of Invention
In view of the above prior art, the technical problem to be solved by the present invention is to provide a dual-motor hybrid variable speed drive system with a simple and reasonable structure.
In order to solve the technical problems, the invention provides a dual-motor hybrid variable-speed drive system, which comprises an engine, a shock absorber, a clutch, a first motor, a second motor, a first speed reducing mechanism, a second speed reducing mechanism, a power output mechanism, a first input shaft, a second speed driving gear, a second speed synchronizer, a first speed driving gear, a differential, a first inverter, a second inverter, a battery, a wire harness and a parking system, wherein the first inverter and the second inverter can be connected through the wire harness and can be connected with the battery respectively, the first inverter and the second inverter can be connected with the first motor and the second motor respectively through the wire harness, the first motor can be in transmission connection with the first input shaft through the first speed reducing mechanism, one end of the first input shaft can be connected with the engine through the shock absorber and the other end can be connected with a driving disc of the clutch, one end of the second input shaft can be connected with a driven disc of the clutch, the other end of the second input shaft is provided with a second-gear driving gear, a second-gear synchronizer and a first-gear driving gear, the second-gear synchronizer can be jointed with the first-gear driving gear or the second-gear driving gear, the first-gear driving gear or the second-gear driving gear can be in transmission connection with the differential mechanism through the power output mechanism, the second motor can be in transmission connection with the power output mechanism or the differential mechanism through the second speed reduction mechanism, and the power output mechanism can also be in transmission connection with the parking system.
Furthermore, the first speed reducing mechanism comprises a first motor driving shaft connected with the first motor, a first motor driving gear installed on the first motor driving shaft, a first motor idler gear assembly in meshing transmission with the first motor driving gear, and a first motor driven gear installed on the first input shaft and in meshing transmission with the first motor idler gear assembly, and the clutch is arranged between the second-gear driving gear and the first motor driven gear.
Furthermore, the first speed reducing mechanism comprises a first motor driving shaft connected with the first motor, a first motor driving gear installed on the first motor driving shaft and a driven gear in meshing transmission with the first motor driving gear, and the driven gear is fixedly connected with a driving disc of the clutch.
Furthermore, the power output mechanism comprises an output shaft, a first-gear driven gear, a second-gear driven gear, a differential driving gear and a parking brake gear, wherein the differential driving gear can be in meshing transmission with the differential, the first-gear driven gear can be in meshing transmission with the first-gear driving gear, and the second-gear driven gear can be in meshing transmission with the second-gear driving gear.
Furthermore, the second speed reducing mechanism comprises a second motor driving shaft connected with the second motor, a second motor driving gear installed on the second motor driving shaft and a second motor idler wheel assembly I in meshing transmission with the second motor driving gear, and the second motor idler wheel assembly I can be in meshing transmission with the first-gear driven gear or the second-gear driven gear.
Furthermore, the second speed reducing mechanism comprises a second motor driving shaft connected with the second motor, a second motor driving gear arranged on the second motor driving shaft and a second motor idler wheel assembly II in meshing transmission with the second motor driving gear, and the second motor idler wheel assembly II can be in meshing transmission with the differential mechanism.
Compared with the prior art, the invention has the beneficial effects that:
1. under the working conditions of frequent start and stop of the vehicle and low vehicle speed, pure electric drive can be adopted to avoid the engine from working in a high oil consumption area; and when the pure electric drive can not meet the torque requirement, the first gear or the second gear of the engine and the electric drive can be adopted for parallel drive.
2. Under the medium-speed working condition, when the efficiency of a pure electric drive system is higher than that of a first-gear drive system of an engine, the pure electric drive can be adopted to ensure that the comprehensive efficiency of the system is the lowest; when the efficiency of the pure electric drive system is lower than the efficiency of the engine first gear or engine second gear independent drive system, the engine first gear or engine second gear independent drive can be adopted to ensure that the comprehensive efficiency of the system is the lowest and the efficiency loss in the conversion process of mechanical energy-electric energy-mechanical energy can be avoided; when stronger power needs to be output, the first gear or the second gear of the engine can be driven in parallel with the electric drive.
3. When the road resistance is small and the engine works in a low-torque state, the efficiency of the engine is low, the engine can be adjusted to a high-efficiency interval by increasing the torque of the engine, so that one part of the torque of the engine can be distributed to the first motor to charge the first motor, and the other part of the torque is used for maintaining the running of the whole vehicle, and the comprehensive efficiency of the system of the whole vehicle is improved.
4. Under the high-speed working condition, the efficiency of the engine is higher, and the engine is independently driven by the second gear of the engine, so that the efficiency loss in the conversion process of mechanical energy, electric energy and mechanical energy can be avoided, and the comprehensive efficiency of the system of the whole vehicle is improved.
5. Through linking firmly the second motor with the wheel, can all realize braking energy recovery like this under all speed reduction operating modes, no action of shifting gears, recovery efficiency are high moreover in braking energy recovery process.
Drawings
Fig. 1 is a schematic overall structure diagram of a first embodiment of a dual-motor hybrid variable speed drive system according to the present invention.
Fig. 2 is a power transmission path diagram during the parking charging in fig. 1.
Fig. 3 is a power transmission path diagram of the motor cold start engine in fig. 1 when stopped.
Fig. 4 is a power transmission path diagram when the engine is started during traveling in fig. 1.
Fig. 5 is a power transmission path diagram during the pure electric drive in fig. 1.
Fig. 6 is a power transmission path diagram in the extended range driving of fig. 1.
Fig. 7 is a power transmission path diagram in the case of recovering braking energy in fig. 1.
Fig. 8 is a power transmission path diagram in the case of the first-gear independent drive of the engine in fig. 1.
Fig. 9 is a power transmission path diagram of the engine of fig. 1 driven in first gear and simultaneously supplied with electric power.
Fig. 10 is a power transmission path diagram in the first-gear, electrically-driven parallel driving of the engine in fig. 1.
Fig. 11 is a power transmission path diagram in the case of the second gear independent drive of the engine in fig. 1.
Fig. 12 is a power transmission path diagram when the engine of fig. 1 is driven in the second gear and is simultaneously supplied with electric energy.
Fig. 13 is a power transmission path diagram in the second-gear, electrically-driven parallel drive of the engine in fig. 1.
Fig. 14 is a power transmission path diagram when the R range is electrically driven in fig. 1.
Fig. 15 is a power transmission path diagram in the parking P range in fig. 1.
Fig. 16 is a schematic diagram of the overall structure of a second embodiment of the dual-motor hybrid variable speed drive system of the present invention.
Fig. 17 is a schematic diagram of the overall structure of a third embodiment of the dual-motor hybrid variable speed drive system of the present invention.
Illustration of the drawings: 210-first motor, 211-first motor drive shaft, 212-first motor drive gear, 220-second motor, 221-second motor drive gear, 222-second motor drive shaft, 230-motor, 240-first inverter, 241-first inverter battery harness, 242-inter-inverter harness, 243-first motor high voltage harness, 250-second inverter, 251-second inverter battery harness, 252-second motor high voltage harness, 260-battery, 270-damper, 101-first motor driven gear, 102-first motor idler assembly, 103-clutch i, 104-second input shaft, 105-second gear drive gear, 106-second gear synchronizer, 107-first gear drive gear, 108-output shaft, 109-differential drive gear, 110-second gear driven gear, 111-first gear driven gear, 112-second motor idler assembly I, 113-parking brake gear, 114-differential, 115-first input shaft, 121-clutch II, 122-second motor idler shaft, 123-second motor intermediate gear I, 124-second motor intermediate gear II.
Detailed Description
The invention will be further described with reference to the drawings and preferred embodiments.
The first embodiment is as follows:
fig. 1 is a schematic diagram of the overall structure of a first embodiment of a dual-motor hybrid transmission driving system according to the present invention, which includes an engine 230, a damper 270, a clutch i 103, a first motor 210, a second motor 220, a first reduction mechanism, a second reduction mechanism, a power output mechanism, a first driving gear 107, a second driving gear 105, a second synchronizer 106, a first input shaft 115, a second input shaft 104, a differential 114, a parking brake gear 113, a first inverter 240, a second inverter 250, a battery 260, a first inverter battery harness 241, an inter-inverter harness 242, a first motor high voltage harness 243, a second inverter battery harness 251, a second motor high voltage harness 252, and a parking brake gear 113 in a parking system.
The first inverter 240 may be electrically connected to the battery 260 through the first inverter battery harness 241, may be electrically connected to the first motor 210 through the first motor high voltage harness 243, and may be electrically connected to the second inverter 250 through the inter-inverter harness 242. The second inverter 250 may also be electrically connected to the battery 260 through a second inverter battery harness 251, and may also be electrically connected to the second motor 220 through a second motor high voltage harness 252.
The first motor 210 may be connected to the first input shaft 115 through a first reduction mechanism. Specifically, the first speed reducing mechanism includes a first motor driving shaft 211 connected to the first motor 210, a first motor driving gear 212 fixedly mounted on the first motor driving shaft 211, a first motor idler gear assembly 102 in meshing transmission with the first motor driving gear 212, and a first motor driven gear 101 fixedly mounted on the first input shaft 115, wherein the first motor driven gear 101 is in meshing transmission with the first motor idler gear assembly 102. A damper 270 is rotatably connected to a power output end of the engine 230, a first input shaft 115 is rotatably connected to a power output end of the damper 270, and a driving plate of the clutch i 103 is rotatably connected to the other end of the first input shaft 115.
One end of the second input shaft 104 can be rotatably connected with a driven disc of the clutch I103, the other end of the second input shaft is sleeved with a second-gear driving gear 105 and a first-gear driving gear 107 through bearings, a second-gear synchronizer 106 is arranged between the second-gear driving gear 105 and the first-gear driving gear 107 through splines, and the second-gear synchronizer 106 can be engaged with the first-gear driving gear 107 or the second-gear driving gear 105 to realize meshing transmission.
The first gear driving gear 107 and the second gear driving gear 105 may be in transmission connection with the differential 114 through a power take-off mechanism. Specifically, the power output mechanism includes an output shaft 108, a first-gear driven gear 111, a second-gear driven gear 110, a parking brake gear 113, a differential drive gear 109 and a parking brake gear 113, wherein the first-gear driven gear 111 is in meshing transmission with the first-gear driving gear 107, the second-gear driven gear 110 is in meshing transmission with the second-gear driving gear 105, and the differential drive gear 109 is in meshing transmission with a main reduction gear in a differential 114.
The second motor 220 may be in transmission connection with the power output mechanism through a second speed reduction mechanism. Specifically, the second speed reducing mechanism comprises a second motor driving shaft 222 connected with the second motor 220, a second motor driving gear 221 fixedly mounted on the second motor driving shaft 222, and a second motor idler assembly i 112 in meshing transmission with the second motor driving gear 221, wherein the second motor idler assembly i 112 can be in meshing transmission with the first-gear driven gear 111.
Fig. 2 to fig. 15 are power transmission path diagrams of a dual-motor hybrid transmission driving system according to the present invention under various main operating conditions, and to better illustrate the working principle of the present invention under various main operating conditions, the following table lists the working states of the clutch i 103, the first and second synchronizers 106, the engine 230, the first motor 210 and the second motor 220 under various main operating conditions, specifically as follows:
fig. 2 shows a power transmission path diagram of the parking charging mode, that is, when the vehicle is parked and the battery 260 is low in capacity, the parking charging mode may be selected, in which the clutch i 103 is in the disengaged state, the first and second synchronizers 106 are in the neutral position, the engine 230 is in the driving state, the first motor 210 is in the power generation state, and the second motor 220 is in the free state. Under the parking charging working condition mode, the engine 230 is in an economic speed range, so that the fuel economy and the NVH characteristic can be considered; meanwhile, the ac power generated by the first motor 210 may be converted into dc power by the first inverter 240 and stored in the battery 260, and when the charging amount reaches a certain ratio, the charging amount may be switched to other operating modes as needed.
Fig. 3 shows a power transmission path diagram of the engine cold start condition of the motor, that is, when the engine 230 needs to be cold started in a stop state, the engine cold start condition mode can be selected, and at this time, the first motor 210 is in a driving state, the second motor 220 is in a free state, the clutch i 103 is in a disengaged state, the first-gear synchronizer 106 is in a neutral position, and the engine 230 is started. Under the working condition mode of the cold-start engine of the motor, the problems of power impact and comfort are not generated; meanwhile, the number of the starters for starting the engine is reduced, so that the number of the components of the whole vehicle is further reduced.
Fig. 4 shows a power transmission path diagram during the engine starting operation during traveling, that is, when the vehicle runs in pure electric drive and the engine needs to be started at the same time, the engine starting operation mode during traveling can be selected, and at this time, the first electric machine 210 is in a driving state, the second electric machine 220 is in a driving or free state, the second gear synchronizer 106 is in a first gear or second gear or neutral position, the clutch 103 is in a disengaged state, and the engine 230 is started. Under the working condition mode that the engine is started during the traveling, the engine does not need to be stopped or switched to other gears, so that the problems of power impact and comfort are avoided.
Fig. 5 is a power transmission path diagram of the pure electric drive operating mode, that is, when the vehicle speed is low, the pure electric drive operating mode may be selected, at this time, the engine 230 is in an off state, the first electric machine 210 is in a free state, the second electric machine 220 is in a drive state, the clutch i 103 is in a release state, and the first-gear synchronizer 106 and the second-gear synchronizer 106 are in a neutral position. Under the pure electric drive working condition mode, the pure electric drive has a speed ratio which can meet the requirements of climbing and other torques and has larger requirements, so that the pure electric drive can cover the working condition of low vehicle speed, and the system efficiency can be kept at a higher level; meanwhile, when the battery 260 is low in capacity, the mode can be switched to the range-extended working mode according to the requirement.
Fig. 6 shows a power transmission path diagram during the extended range driving mode, that is, when the battery 260 is low in capacity, the extended range driving mode may be selected, in which the first electric machine 210 is in a power generation state, the second electric machine 220 is in a driving state, the clutch i 103 is in a release state, the engine 230 is in a driving state, and the first-gear synchronizer 106 is in a neutral position. In the range-extended driving working condition mode, the alternating current generated by the first motor 210 is directly transmitted to the second motor 220 so that the second motor 220 drives the vehicle to run, so that the efficiency loss in the energy conversion process can be reduced, and the engine can be in a high-efficiency range for a long time.
Fig. 7 is a power transmission path diagram of the braking energy recovery operating mode, that is, when the vehicle is in a deceleration state or a downhill road condition, the braking energy recovery operating mode may be selected to convert mechanical energy into electrical energy to be stored in the battery 260, at this time, the first electric machine 210 is in a free state, the engine 230 is in a closed state, the clutch i 103 is in a disengaged state, the first-gear synchronizer 106 is in a neutral position, and the second electric machine 220 is switched from a driving state to a power generation state. Under the braking energy recovery mode, the ac power generated by the second motor 220 can be converted into dc power by the second inverter 250 and then stored in the battery 260.
Fig. 8 is a power transmission path diagram of the engine first gear independent driving condition, that is, when the vehicle runs at a medium speed, the engine first gear independent driving condition mode can be selected as required, at this time, the engine 230 is in a driving state, the clutch i 103 is in an engaged state, the first electric machine 210 and the second electric machine 220 are both in a free state, and the second gear synchronizer 106 is in a first gear position. Under the working condition mode of the first-gear independent driving of the engine, the engine 230 can be prevented from being in a region with higher oil consumption efficiency, so that the system efficiency is kept at a higher level.
Fig. 9 is a diagram of power transmission paths during the first gear driving of the engine and the electric energy supplement operation, that is, when the engine is driven in the first gear and the power of the engine is rich, the first gear driving of the engine and the electric energy supplement operation mode can be selected, and at this time, the engine 230 is in a driving state, the clutch i 103 is in an engaged state, the first electric machine 210 is in a power generation state, the second electric machine 220 is in a free state, and the second gear synchronizer 106 is still in the first gear position. Under the working condition mode of the engine driving in the first gear and simultaneously supplying electric energy, the alternating current generated by the first electric machine 210 can be converted into direct current by the first inverter 240 and then stored in the battery 260.
Fig. 10 shows a power transmission path diagram of the first-gear and electrically-driven parallel driving operation condition of the engine, that is, when the first-gear independent driving or the pure electric driving of the engine cannot meet the driving power requirement of the entire vehicle, the first-gear and electrically-driven parallel driving operation condition mode of the engine may be selected, at this time, the engine 230 is in a driving state, the clutch i 103 is in an engaged state, the first-gear synchronizer 106 is in a first-gear position, the second motor 220 is in a driving state, and the first motor 210 is in a free state. Under the working condition mode of the first-gear and electrically-driven parallel driving of the engine, the total output torque can be increased by simultaneously driving the engine 230 and the second motor 220, and the requirements on climbing, dynamic property and the like can be better met.
Fig. 11 shows a power transmission path diagram of the engine in the second gear independent driving condition, that is, when the vehicle speed is high and the electric-only driving efficiency is low and sufficient power cannot be provided, the second gear independent driving condition mode of the engine may be selected, and at this time, the engine 230 is in a driving state, the clutch i 103 is in an engaged state, the first gear synchronizer 106 is in the second gear position, and the first electric machine 210 and the second electric machine 220 are both in a free state. Under the working condition mode of the two-gear independent driving of the engine, the engine is not only suitable for long-time high-speed driving of a vehicle, but also can eliminate energy consumption of an energy conversion link and reduce heating temperature rise of electric elements; meanwhile, because the speed ratio of the second gear of the engine is smaller than that of the first gear of the engine, the efficiency of the engine can still be in a relatively high-efficiency range when the vehicle runs at high speed through the independent driving of the second gear of the engine, and therefore the efficiency of the system still keeps a high level.
Fig. 12 is a diagram of power transmission paths during the second gear driving of the engine and the simultaneous electric energy supplement operating mode, that is, when the engine is driven in the second gear and the power is surplus, the second gear driving of the engine and the simultaneous electric energy supplement operating mode can be selected, and at this time, the engine 230 is in a driving state, the clutch i 103 is in an engaged state, the second gear synchronizer 106 is in the second gear position, the first electric machine 210 is in a power generation state, and the second electric machine 220 is in a free state. Under the working condition mode of driving in the second gear of the engine and simultaneously supplementing electric energy, the redundant energy generated by driving the vehicle by the engine 230 is converted into direct current by the first motor 210 and the first inverter 240 and then stored in the battery 260, so that energy waste can be effectively avoided to improve the fuel utilization rate.
Fig. 13 shows a power transmission path diagram of the second gear and the electric drive parallel driving operation of the engine, that is, when the vehicle speed is high and the engine is driven independently in the second gear or driven purely electrically and requires a larger output torque, the second gear and the electric drive parallel driving operation mode of the engine can be selected, and at this time, the engine 230 and the second electric machine 220 are both in the driving state, the clutch i 103 is in the engaged state, the first electric machine 210 is in the free state, and the second gear synchronizer 106 is in the second gear position.
Fig. 14 shows a power transmission path diagram for the electric drive R-range mode, that is, when the vehicle needs to be reversed, the electric drive R-range mode can be selected, in which the engine 230 is in the off state, the clutch i 103 is in the disengaged state, the first two-gear synchronizer 106 is in the neutral position, the first electric machine 210 is in the free state, and the second electric machine 220 is in the reverse drive state. Under the working condition mode of the electrically-driven R gear, the structure of the driving system is simpler and more compact due to the adoption of the structural form of the electrically-driven R gear. In addition, when the vehicle needs to back up for a long time and the battery power is insufficient, the electric drive R-gear series driving working condition mode can be selected, at the moment, the engine 230 is switched from the off state to the driving state, and the first motor 210 is switched from the free state to the power generation state, so that the alternating current generated by the first motor can be directly transmitted to the second motor for use, and the efficiency loss in the energy conversion process is avoided.
Fig. 15 shows a power transmission path diagram for the P-range parking condition, that is, when the vehicle needs to be parked for a long time, an electric P-range mode can be selected, in which the engine 230 is in an off state, the clutch i 103 is in a disengaged state, the first electric machine 210 and the second electric machine are in a free state, and the first two-range synchronizer 106 is in a neutral position.
Example two:
fig. 16 is a schematic diagram showing the overall structure of a second embodiment of the dual-motor hybrid variable speed drive system according to the present invention. The difference between the present embodiment and the first embodiment is: the first speed reducing mechanism comprises a first motor driving shaft 211 connected with the first motor 210, a first motor driving gear 212 fixedly arranged on the first motor driving shaft 211 and a driven gear in meshing transmission with the first motor driving gear 212, wherein the driven gear can be fixedly connected with a driving disc of the clutch to form an integral clutch II 121, so that the integral structure can be simplified and compact.
Example three:
fig. 17 is a schematic diagram showing the overall structure of a third embodiment of the dual-motor hybrid variable-speed drive system according to the present invention. The present embodiment is different from the second embodiment in that: the second motor 220 can be connected to the differential 114 through a second speed reduction mechanism, wherein the second speed reduction mechanism comprises a second motor driving shaft 222 connected to the second motor 220, a second motor driving gear 221 fixedly mounted on the second motor driving shaft 222, and a second motor idler assembly ii in meshing transmission with the second motor driving gear 221, and the second motor idler assembly ii further comprises a second motor idler shaft 122, a second motor intermediate gear i 123 in meshing transmission with the second motor driving gear 221, and a second motor intermediate gear ii 124 in meshing transmission with the main reduction gear in the differential 114, so that the speed ratio in the electric driving mode can be reduced.
The foregoing merely represents preferred embodiments of the invention, which are described in some detail and detail, and therefore should not be construed as limiting the scope of the invention. It should be noted that, for those skilled in the art, various changes, modifications and substitutions can be made without departing from the spirit of the present invention, and these are all within the scope of the present invention. Therefore, the protection scope of the present patent shall be subject to the appended claims.
Claims (6)
1. A dual-motor hybrid transmission driving system comprises an engine (230), a shock absorber (270), a clutch, a first motor (210), a second motor (220), a first speed reducing mechanism, a second speed reducing mechanism, a power output mechanism, a first input shaft (115), a second input shaft (104), a second gear driving gear (105), a second gear synchronizer (106), a first gear driving gear (107), a differential (114), a first inverter (240), a second inverter (250), a battery (260), a wire harness and a parking system, wherein the first inverter (240) and the second inverter (250) can be connected through a wire harness and can be connected with the battery (260), and the first inverter (240) and the second inverter (250) can be connected with the first motor (210) and the second motor (220) through the wire harness respectively, and is characterized in that: the first motor (210) can be in transmission connection with the first input shaft (115) through a first speed reducing mechanism, one end of the first input shaft (115) can be connected with an engine (230) through a damper (270) and the other end can be connected with a driving plate of the clutch, one end of the second input shaft (104) can be connected with a driven disc of the clutch, and the other end is provided with a second-gear driving gear (105), a second-gear synchronizer (106) and a first-gear driving gear (107), the first-gear synchronizer (106) can be engaged with the first-gear driving gear (107) or the second-gear driving gear (105), the first gear driving gear (107) or the second gear driving gear (105) can be in transmission connection with the differential (114) through a power output mechanism, the second motor (220) can be in transmission connection with a power output mechanism or a differential (114) through a second speed reduction mechanism, and the power output mechanism can also be in transmission connection with a parking system.
2. The dual motor hybrid variable speed drive system of claim 1, wherein: the first speed reducing mechanism comprises a first motor driving shaft (211) connected with a first motor (210), a first motor driving gear (212) installed on the first motor driving shaft (211), a first motor idler gear assembly (102) in meshing transmission with the first motor driving gear (212), and a first motor driven gear (101) installed on a first input shaft (115) and in meshing transmission with the first motor idler gear assembly (102), and the clutch is arranged between a second gear driving gear (105) and the first motor driven gear (101).
3. The dual motor hybrid variable speed drive system of claim 1, wherein: the first speed reducing mechanism comprises a first motor driving shaft (211) connected with a first motor (210), a first motor driving gear (212) installed on the first motor driving shaft (211) and a driven gear in meshing transmission with the first motor driving gear (212), and the driven gear is fixedly connected with a driving disc of the clutch.
4. The dual motor hybrid variable speed drive system of claim 1, wherein: the power output mechanism comprises an output shaft (108), a first-gear driven gear (111), a second-gear driven gear (110), a differential driving gear (109) and a parking brake gear (113), the differential driving gear (109) can be in meshing transmission with a differential (114), the first-gear driven gear (111) can be in meshing transmission with a first-gear driving gear (107), and the second-gear driven gear (110) can be in meshing transmission with a second-gear driving gear (105).
5. The dual motor hybrid variable speed drive system of claim 4, wherein: the second speed reducing mechanism comprises a second motor driving shaft (222) connected with a second motor (220), a second motor driving gear (221) installed on the second motor driving shaft (222) and a second motor idler wheel assembly I (112) in meshing transmission with the second motor driving gear (221), and the second motor idler wheel assembly I (112) can be in meshing transmission with the first-gear driven gear (111) or the second-gear driven gear (110).
6. The dual-motor hybrid variable speed drive system of any one of claims 1 to 4, wherein: the second speed reducing mechanism comprises a second motor driving shaft (222) connected with a second motor (220), a second motor driving gear (221) installed on the second motor driving shaft (222) and a second motor idler wheel assembly II in meshing transmission with the second motor driving gear (221), and the second motor idler wheel assembly II can be in meshing transmission with the differential (114).
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| CN202010005387.5A CN111071025A (en) | 2020-01-03 | 2020-01-03 | Dual-motor hybrid power variable-speed driving system |
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| CN111546873A (en) * | 2020-06-22 | 2020-08-18 | 重庆青山工业有限责任公司 | Two-gear double-clutch hybrid power system and hybrid power vehicle |
| CN113085535A (en) * | 2021-04-12 | 2021-07-09 | 浙江吉利控股集团有限公司 | DMT double-motor hybrid transmission |
| CN113815401A (en) * | 2021-10-19 | 2021-12-21 | 柳州赛克科技发展有限公司 | Two-gear hybrid transmission |
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