CN111098689A - Hybrid power system and vehicle - Google Patents

Hybrid power system and vehicle Download PDF

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Publication number
CN111098689A
CN111098689A CN201811271217.0A CN201811271217A CN111098689A CN 111098689 A CN111098689 A CN 111098689A CN 201811271217 A CN201811271217 A CN 201811271217A CN 111098689 A CN111098689 A CN 111098689A
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China
Prior art keywords
gear
motor
engine
shaft
synchronizer
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Granted
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CN201811271217.0A
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Chinese (zh)
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CN111098689B (en
Inventor
葛海龙
朱军
王健
徐斌
范玉川
刘新宇
姜德艳
周健
孙俊
顾铮珉
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SAIC Motor Corp Ltd
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SAIC Motor Corp Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—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
    • 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
    • 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
    • B60K6/40—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 assembly or relative disposition of components
    • 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
    • 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
    • B60K2006/266—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 with two coaxial motors or generators

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

The application provides a hybrid system and vehicle, hybrid system includes: the system comprises a first motor 1, a second motor 2, a gearbox 3, an engine 4 and a clutch 5; the first motor 1 and the second motor 2 are both directly connected with the gearbox 3 and are arranged on the side surface of the gearbox 3, so that the axial length is reduced; the clutch 5 is arranged between the engine 4 and the gearbox 3, and the second motor 2 is used as a power source to output power for the vehicle in the gear shifting process, so that power interruption in gear shifting is avoided; the first motor 1, the second motor 2, the gearbox 3, the engine 4 and the clutch 5 are matched to realize an engine driving mode, a second motor driving mode, a hybrid driving mode and an engine and motor power interaction mode, different driving modes can be adopted according to different working condition requirements, and the motors and the engines can work in a high-efficiency state.

Description

Hybrid power system and vehicle
Technical Field
The invention relates to the technical field of vehicles, in particular to a hybrid power system and a vehicle.
Background
The world energy crisis and environmental pollution accelerate the development of new energy vehicles including HEV (Hybrid Electric Vehicle), PHEV (Plug-in Hybrid Electric Vehicle) and EV (Electric Vehicle). The PHEV can integrate the advantages of the EV and the HEV, has no driving range anxiety, and is favored by main automobile enterprises. The performance of the hybrid power assembly is crucial to the performance of the PHEV, and various automobile enterprises are carrying out related technical research and development in an effort to develop a high-cost-performance hybrid power assembly.
Currently, there are several types of hybrid systems of PHEVs, one of which is shown in fig. 1, where power is interrupted during gear shifting and the engine and motor cannot be independently regulated; alternatively, as shown in fig. 2, the hybrid system motor is disposed between the engine and the transmission and has a large axial length. Therefore, there is a need to develop a high performance hybrid system.
Disclosure of Invention
The present invention is directed to a hybrid system and a vehicle, which can reduce the axial length, provide no power interruption during gear shifting, and operate the motor and the engine in a high efficiency state.
In order to achieve the above object, the following solutions are proposed:
a hybrid powertrain system comprising: the system comprises a first motor 1, a second motor 2, a gearbox 3, an engine 4 and a clutch 5;
the first motor 1 and the second motor 2 are both directly connected with the gearbox 3 and are arranged on the side surface of the gearbox 3;
the clutch 5 is arranged between the engine 4 and the gearbox 3;
the first motor 1, the second motor 2, the gearbox 3, the engine 4 and the clutch 5 are matched to realize an engine driving mode, a second motor driving mode, a hybrid driving mode and an engine and motor power interaction mode;
the gearbox 3 specifically includes:
a case 311;
a first motor shaft 312, a second motor shaft 313, a first intermediate shaft 314, a second intermediate shaft 315, an input shaft 316, and an output shaft 317 arranged in parallel with each other in the case 311;
a first motor output gear 318 fixedly connected with the first motor shaft 312, the first motor shaft 312 being an output shaft of the first motor 1;
a first main reduction gear 319 and a first synchronizer 320 fixedly connected with the first intermediate shaft 314, and an engine first gear 321 and an engine third gear 322 bearing-connected with the first intermediate shaft 314, wherein the engine first gear 321 is meshed with the first motor output gear 318, and the first synchronizer 320 is positioned between the engine first gear 321 and the engine third gear 322;
the engine first-second gear 323 and the engine third-fourth gear 324 are fixedly connected with the input shaft 316, the engine first-second gear 323 is meshed with the engine first-gear 321, the engine third-fourth gear 324 is meshed with the engine third-gear 322, and the power input end of the input shaft 316 is connected with the clutch 4;
a second main reduction gear 325, a second synchronizer 326 and a third synchronizer 327 fixedly connected with the second intermediate shaft 315, and an engine second-gear 328, an engine fourth-gear 329 and a second motor gear 330 which are in bearing connection with the second intermediate shaft 315, wherein the second synchronizer 326 is positioned between the engine second-gear 328 and the engine fourth-gear 329, the third synchronizer 327 is positioned between the engine fourth-gear 329 and the second motor gear 330, the engine second-gear 328 is meshed with the engine first-second-gear 323, and the engine fourth-gear 329 is meshed with the engine third-fourth-gear 324;
a second motor output gear 331 fixedly connected with a second motor shaft 313, wherein the second motor output gear 331 is meshed with the second motor gear 330, and the second motor shaft 313 is an output shaft of the second motor 2;
and a differential 333 connected to the output shaft 317, a driven reduction gear 332 connected to the differential 333, the driven reduction gear 332 meshing with the first and second final reduction gears 319 and 325, respectively.
Optionally, the gearbox 3 further comprises:
an idler shaft 334 arranged in parallel with the second motor shaft 313, and an idler gear 335 fixedly connected to the idler shaft 334, the idler gear 335 being engaged with the second motor output gear 331 and the second motor gear 330, respectively.
Optionally, the engine driving mode specifically includes:
the first synchronizer 320 or the second synchronizer 326 is controlled to be combined with the target gear, the clutch 5 is closed, and the power output by the engine 4 is output through the gearbox 3.
Optionally, the second motor driving mode specifically includes:
the third synchronizer 327 is controlled to be combined with the second motor gear 330, so that the power output by the second motor 2 is output through the gearbox 3.
Optionally, the hybrid driving mode specifically includes:
controlling the third synchronizer 327 to be combined with the second motor gear 330, and controlling the first synchronizer 320 or the second synchronizer 326 to be combined with the target gear, closing the clutch 5, so that the power output by the second motor 2 and the engine 4 is coupled together and output through the gearbox 3;
and, controlling the third synchronizer 327 to be coupled with the second motor gear 330, and controlling the first synchronizer 320 or the second synchronizer 326 to be coupled with the target gear, closing the clutch 5, so that the power output by the first motor 1, the second motor 2 and the engine 4 is coupled together and output through the transmission 3.
Optionally, the power interaction mode of the engine and the motor specifically includes:
when the engine 4 is in idle speed, if the electric quantity of the power battery is detected to be lower than a preset threshold value, the clutch 5 is closed, the power output by the engine 4 is transmitted to the first motor 1, and the first motor 1 charges the power battery;
when the engine 4 works normally, if the electric quantity of the power battery is detected to be lower than a preset threshold value, a part of power output by the engine 4 is transmitted to the first motor 1, the first motor 1 charges the power battery, and the other part of power output by the engine 4 is output through the gearbox 3;
when the engine is stopped and started, the clutch 5 is closed, the power output by the first motor 1 is transmitted to the engine 4 through the gearbox 3, and the engine 4 is started;
and, when switching from the second motor drive mode to the hybrid drive mode, controlling the first synchronizer 320 or the second synchronizer 326 to engage with the target gear, closing the clutch 5, transmitting a part of the power output by the second motor 2 to the engine 4 through the transmission 3, starting the engine 4, and outputting another part of the power output by the second motor 2 through the transmission 3.
Optionally, the gearbox 3 further comprises:
a reverse shaft 336 arranged in parallel with the second motor shaft 313;
a reverse idler gear 337 fixedly connected to the reverse shaft 336;
a first reverse gear 338 fixedly connected with the input shaft 316, the first reverse gear 338 being meshed with the reverse intermediate gear 337;
and a second reverse gear 339 fixedly connected with the second intermediate shaft 315, the second reverse gear 339 is meshed with the reverse intermediate gear 337, and the second reverse gear 339 is positioned between the engine fourth gear 329 and the third synchronizer 327.
Optionally, the engine driving mode specifically further includes: the third synchronizer 327 is controlled to be combined with the second reverse gear 339, the clutch 5 is closed, and the power output by the engine 4 is output through the gearbox 3.
A vehicle comprises the hybrid power system,
compared with the prior art, the technical scheme of the invention has the following advantages:
the above technical solution provides a hybrid system, including: the system comprises a first motor 1, a second motor 2, a gearbox 3, an engine 4 and a clutch 5; the first motor 1 and the second motor 2 are both directly connected with the gearbox 3 and are arranged on the side surface of the gearbox 3, so that the axial length is reduced; the clutch 5 is arranged between the engine 4 and the gearbox 3, and the second motor 2 is used as a power source to output power for the vehicle in the gear shifting process, so that power interruption in gear shifting is avoided; the first motor 1, the second motor 2, the gearbox 3, the engine 4 and the clutch 5 are matched to realize an engine driving mode, a second motor driving mode, a hybrid driving mode and an engine and motor power interaction mode, different driving modes can be adopted according to different working condition requirements, and the motors and the engines can work in a high-efficiency state.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the provided drawings without creative efforts.
FIG. 1 is a schematic illustration of a prior art hybrid powertrain system;
FIG. 2 is a schematic illustration of another prior art hybrid powertrain system;
FIG. 3 is a schematic illustration of a hybrid powertrain system provided by an embodiment of the present invention;
FIG. 4 is a schematic structural diagram illustrating a detailed structural diagram of a hybrid power system according to an embodiment of the present invention;
FIG. 5 is a schematic diagram of gear interaction when the first electric machine is not engaged in driving according to an embodiment of the present invention;
FIG. 6 is a schematic diagram of gear interaction when the first electric machine is not engaged in driving according to an embodiment of the present invention;
FIG. 7 is a schematic diagram of power transmission for charging the engine in 1 st gear according to an embodiment of the present invention;
FIG. 8 is a schematic power transmission diagram illustrating engine 2-speed vehicle charging provided by an embodiment of the present invention;
FIG. 9 is a schematic power transmission diagram illustrating engine 3-gear charging according to an embodiment of the present invention;
FIG. 10 is a schematic power transmission diagram illustrating engine 4-speed vehicle charging provided by an embodiment of the present invention;
FIG. 11 is a schematic structural diagram illustrating a detailed structural diagram of another hybrid system according to an embodiment of the present invention;
fig. 12 is a schematic structural diagram of a specific structural schematic diagram of another hybrid power system according to an embodiment of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Fig. 3 shows a schematic diagram of the embodiment providing a hybrid system comprising a first electric machine 1, a second electric machine 2, a gearbox 3, an engine 4 and a clutch 5. The first motor 1 and the second motor 2 are both directly connected with the gearbox 3 and are arranged on the side surface of the gearbox 3; the clutch 5 is arranged between the engine 4 and the gearbox 3; the first motor 1, the second motor 2, the gearbox 3, the engine 4 and the clutch 5 are matched to realize an engine driving mode, a second motor driving mode, a hybrid driving mode and an engine and motor power interaction mode.
In the engine-driven mode, the engine 4 serves as the only power source of the vehicle to power the vehicle; in the second motor driving mode, the second motor 2 is used as the only power source of the vehicle to provide power source for the vehicle; in the hybrid driving mode, the first motor 1, the second motor 2 and the engine 4 serve as three power sources of the vehicle to jointly provide power for the vehicle, or the second motor 2 and the engine 4 serve as two power sources of the vehicle to jointly provide power for the vehicle; the power interaction mode of the engine and the motor comprises that the engine 4 outputs power to the first motor 1, and the first motor 1 is in a power generation state and charges a power battery of a vehicle; the power interaction mode of the engine and the motor also comprises that the first motor 1 or the second motor outputs power to the engine 4 to start the engine 4. Specifically, the first motor 1 is an ISG motor, and the second motor 2 is a TM motor.
The embodiment provides a specific structural schematic diagram of a hybrid power system, and refer to fig. 4. The gearbox 3 specifically includes:
a case 311;
a first motor shaft 312, a second motor shaft 313, a first intermediate shaft 314, a second intermediate shaft 315, an input shaft 316, and an output shaft 317 arranged in parallel with each other within the case 311. Each shaft is coupled to the housing 311 by a bearing.
And a first motor output gear 318 fixedly connected with the first motor shaft 312, wherein the first motor shaft 312 is an output shaft of the first motor 1.
A first main reduction gear 319 and a first synchronizer 320 fixedly connected with the first intermediate shaft 314, and an engine first gear 321 and an engine third gear 322 bearing-connected with the first intermediate shaft 314; the engine first gear 321 is meshed with the first motor output gear 318; from the side close to the engine to the side far from the engine, there are a first main reduction gear 319, an engine first-speed gear 321, a first synchronizer 320, and an engine third-speed gear 322 in this order.
The first and second engine gears 323 and the third and fourth engine gears 324 are fixedly connected with the input shaft 316, the first and second engine gears 323 and 321 are meshed, the third and fourth engine gears 324 and 322 are meshed, and the power input end of the input shaft 316 is connected with the clutch 4.
A second main reduction gear 325, a second synchronizer 326 and a third synchronizer 327 fixedly connected with the second intermediate shaft 315, and an engine second gear 328, an engine fourth gear 329 and a second motor gear 330 bearing-connected with the second intermediate shaft 315; the engine second gear 328 is meshed with the engine first second gear 323, and the engine fourth gear 329 is meshed with the engine third fourth gear 324; from the side close to the engine to the side far from the engine, there are a second main reduction gear 325, an engine second gear 328, a second synchronizer 326, an engine fourth gear 329, a third synchronizer 327, and a second motor gear 330 in this order.
And the second motor output gear 331 is fixedly connected with the second motor shaft 313, the second motor output gear 331 is meshed with the second motor gear 330, and the second motor shaft 313 is an output shaft of the second motor 2.
And a differential 333 connected to the output shaft 317, and a driven reduction gear 332 connected to the differential 333. The driven reduction gear 332 is also meshed with the first main reduction gear 319 and the second main reduction gear 325, respectively.
The engine drive mode specifically includes controlling the first synchronizer 320 or the second synchronizer 326 to engage with the target gear, and closing the clutch 5, so that the power output from the engine 4 is output through the transmission 3.
When the engine is used as a power source, the power transmission routes of all gears are as follows:
the first-gear power transmission route is as follows: first, the first synchronizer 320 is shifted to be coupled with the first gear 321 of the engine which is freely sleeved on the first intermediate shaft 314, then the clutch 5 is closed, and the power output by the engine 4 passes through the first second gear 323 of the engine, the first gear 321 of the engine, the first main reduction gear 319 and the driven reduction gear 332 in sequence, passes through the differential 333 and is finally output by the output shaft 317.
The second gear power transmission route is as follows: the second synchronizer 326 is firstly shifted to be combined with the second gear 328 of the engine which is sleeved on the second intermediate shaft 315, then the clutch 5 is closed, and the power output by the engine 4 passes through the first gear 323 of the engine, the second gear 328 of the engine, the second driving reduction gear 325 and the driven reduction gear 332 in sequence, passes through the differential 333 and is finally output by the output shaft 317.
The third-gear power transmission route is as follows: the first synchronizer 320 is firstly shifted to be combined with the engine third gear 322 which is sleeved on the first intermediate shaft 314, then the clutch 5 is closed, and the power output by the engine 4 sequentially passes through the engine third and fourth gear 324, the engine third gear 322, the first main reducing gear 319 and the driven reducing gear 332, passes through the differential 333 and is finally output by the output shaft 317.
The fourth gear power transmission route is as follows: the second synchronizer 326 is firstly shifted to be combined with the engine fourth-gear 329 which is freely sleeved on the second intermediate shaft 315, then the clutch 5 is closed, and the power output by the engine 4 passes through the engine third-fourth-gear 324, the engine fourth-gear 329, the second driving reduction gear 325 and the driven reduction gear 332 in sequence, passes through the differential 333 and is finally output by the output shaft 317.
The second motor drive mode specifically includes controlling the third synchronizer 327 in conjunction with the second motor gear 330 to cause the power output by the second motor 2 to be output through the transmission 3.
The TM motor is used as a power source, namely, a power transmission route during pure electric driving is as follows:
forward gear power transmission route: the third synchronizer 327 is firstly shifted to be combined with the second motor gear 330 which is freely sleeved on the second intermediate shaft 315, the second motor 2 rotates in the positive direction, and the power output by the second motor 2 sequentially passes through the second motor output gear 331, the second motor gear 330, the second driving reduction gear 325 and the driven reduction gear 332, passes through the differential 333 and is finally output by the output shaft 317.
Reverse gear power transmission route: the third synchronizer 327 is firstly shifted to be combined with the second motor gear 330 which is freely sleeved on the second intermediate shaft 315, the second motor 2 rotates reversely, and the power output by the second motor 2 sequentially passes through the second motor output gear 331, the second motor gear 330, the second driving reduction gear 325 and the driven reduction gear 332, passes through the differential 333 and is finally output by the output shaft 317.
The hybrid drive mode specifically includes two cases of the first motor participating in driving and the first not participating in driving. When the first motor does not participate in driving, the third synchronizer 327 is controlled to be combined with the second motor gear 330, and the first synchronizer 320 or the second synchronizer 326 is controlled to be combined with the target gear, the clutch 5 is closed, so that the power output by the second motor 2 and the power output by the engine 4 are coupled together and output through the gearbox 3. On the basis of the pure electric gear of the second motor, a power route from the first gear to the fourth gear of the engine is coupled, and 4 hybrid working conditions for the vehicle to move forwards can be realized, as shown in fig. 5.
When the first motor participates in driving, the third synchronizer 327 is controlled to be combined with the second motor gear 330, the first synchronizer 320 or the second synchronizer 326 is controlled to be combined with the target gear, the clutch 5 is closed, and the power output by the first motor 1, the second motor 2 and the engine 4 is coupled together and output through the gearbox 3. On the basis of the pure electric gear of the second motor, a power route from the first gear to the fourth gear of the engine and a power route driven by the first motor are coupled, so that 4 hybrid working conditions of vehicle advancing can be realized, as shown in fig. 6.
When the first motor participates in driving, the first synchronizer 320 is controlled to be combined with the first gear 321 of the engine, or the second synchronizer 326 is controlled to be combined with the second gear 328 of the engine, so that the power output by the first motor 1 is output through the gearbox 3. The specific power transmission route is as follows:
the first motor drives the first gear power transmission line: first, the first synchronizer 320 is shifted to be coupled with the first gear 321 of the engine which is freely sleeved on the first intermediate shaft 314, and the power output by the first motor 1 passes through the first motor shaft 312, the first motor output gear 318, the first gear 321 of the engine, the first main reduction gear 319 and the driven reduction gear 332 in sequence, passes through the differential 333 and is finally output by the output shaft 317.
The first motor drives the second gear power transmission route: the second synchronizer 326 is firstly shifted to be combined with the second gear 328 of the engine which is sleeved on the second intermediate shaft 315 in an empty way, so that the power output by the first motor 1 sequentially passes through the first motor shaft 312, the first motor output gear 318, the first gear 321 of the engine, the first second gear 323 of the engine, the second gear 328 of the engine, the second driving reduction gear 325 and the driven reduction gear 332, passes through the differential 333 and is finally output by the output shaft 317.
The power interaction mode of the engine and the motor specifically comprises an idling charging working condition, a driving charging working condition, a stopping starting engine working condition and a driving starting engine working condition.
And (3) idle charging working condition: when the engine 4 is in idle speed, if the electric quantity of the power battery is detected to be lower than a preset threshold value, the clutch 5 is closed, the power output by the engine 4 is transmitted to the first motor 1, and the first motor 1 is in a power generation state to charge the power battery. The power output from the engine 4 passes through the first and second engine gears 323, the first engine gear 321, the first motor output gear 318, and the first motor shaft 312 in this order, and finally, the power is transmitted to the first motor 1.
The charging working condition of the running vehicle is as follows: when the engine 4 normally works, namely in a driving process, if the electric quantity of the power battery is detected to be lower than a preset threshold value, a part of power output by the engine 4 is transmitted to the first motor 1, the first motor 1 charges the power battery, and the other part of power output by the engine 4 is output through the gearbox 3. The driving charging power transmission routes of all gears in the driving process are respectively shown in the figures 7-10.
And (3) stopping and starting the engine: when the engine is started in a stopped state, the clutch 5 is closed, the power output from the first electric machine 1 is transmitted to the engine 4 through the transmission 3, and the engine 4 is started. The power output by the first motor 1 sequentially passes through the first motor shaft 312, the first motor output gear 318, the first engine gear 321, the first second engine gear 323 and the clutch 5 to the engine 4, and the engine 4 is started.
The working condition of starting the engine in a running process: when the second motor drive mode is switched to the hybrid drive mode, the first synchronizer 320 or the second synchronizer 326 is controlled to be combined with the target gear, the clutch 5 is closed, a part of power output by the second motor 2 is transmitted to the engine 4 through the gearbox 3, the engine 4 is started, and the other part of power output by the second motor 2 is output through the gearbox 3.
The present embodiment provides another hybrid system, and referring to fig. 11, the transmission case 3 of the hybrid system further includes: an idler shaft 334 arranged in parallel with the second motor shaft 313, and an idler gear 335 fixedly connected to the idler shaft 334, the idler gear 335 being engaged with the second motor output gear 331 and the second motor gear 330, respectively. The outer diameters of the second motor output gear 331 and the second motor gear 330 are reduced by adding the idler gear 335, and the occupied space of the gears is reduced on the basis of realizing the meshing of the same space distance.
The present embodiment provides still another hybrid system, and referring to fig. 12, the transmission case 3 of the hybrid system further includes: a reverse shaft 336 arranged in parallel with the second motor shaft 313, a reverse idler gear 337 fixedly connected with the reverse shaft 336, a first reverse gear 338 fixedly connected with the input shaft 316, and a second reverse gear 339 fixedly connected with the second idler shaft 315. The first reverse gear 338 meshes with the reverse idler gear 337, the second reverse gear 339 meshes with the reverse idler gear 337, and the second reverse gear 339 is located between the engine fourth gear 329 and the third synchronizer 327.
The engine drive mode also includes an engine reverse operating condition. Specifically, the third synchronizer 327 is controlled to be combined with the second reverse gear 339 which is freely sleeved on the second intermediate shaft 315, the clutch 5 is closed, and the power output by the engine 4 sequentially passes through the first reverse gear 338, the reverse intermediate gear 337, the second reverse gear 339, the second driving reduction gear 325 and the driven reduction gear 332, passes through the differential 333 and is finally output by the output shaft 23. By increasing the engine reverse gear, when the second motor 2 or the battery fails, the reverse gear running can still be performed through the driving of the engine, and the robustness of the hybrid power system is increased.
The above-described embodiments of the apparatus are merely illustrative, and some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of the present embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.
In this document, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.
The embodiments in the present description are described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims (9)

1. A hybrid powertrain system, comprising: the device comprises a first motor (1), a second motor (2), a gearbox (3), an engine (4) and a clutch (5);
the first motor (1) and the second motor (2) are directly connected with the gearbox (3) and are arranged on the side surface of the gearbox (3);
the clutch (5) is arranged between the engine (4) and the gearbox (3);
the first motor (1), the second motor (2), the gearbox (3), the engine (4) and the clutch (5) are matched to realize an engine driving mode, a second motor driving mode, a hybrid driving mode and an engine and motor power interaction mode;
the gearbox (3) comprises in particular:
a case (311);
a first motor shaft (312), a second motor shaft (313), a first intermediate shaft (314), a second intermediate shaft (315), an input shaft (316) and an output shaft (317) which are arranged in parallel with each other in the box body (311);
a first motor output gear (318) fixedly connected with a first motor shaft (312), wherein the first motor shaft (312) is an output shaft of the first motor (1);
the first main reduction gear (319) and the first synchronizer (320) are fixedly connected with the first intermediate shaft (314), and the first engine gear (321) and the third engine gear (322) are in bearing connection with the first intermediate shaft (314), the first engine gear (321) is meshed with the first motor output gear (318), and the first synchronizer (320) is positioned between the first engine gear (321) and the third engine gear (322);
the first and second engine gears (323) and the third and fourth engine gears (324) are fixedly connected with the input shaft (316), the first and second engine gears (323) are meshed with the first engine gear (321), the third and fourth engine gears (324) are meshed with the third engine gear (322), and the power input end of the input shaft (316) is connected with the clutch (4);
the second main reduction gear (325), the second synchronizer (326) and the third synchronizer (327) are fixedly connected with the second intermediate shaft (315), and the engine second-gear (328), the engine fourth-gear (329) and the second motor gear (330) are in bearing connection with the second intermediate shaft (315), the second synchronizer (326) is positioned between the engine second-gear (328) and the engine fourth-gear (329), the third synchronizer (327) is positioned between the engine fourth-gear (329) and the second motor gear (330), the engine second-gear (328) is meshed with the engine first-second-gear (323), and the engine fourth-gear (329) is meshed with the engine third-fourth-gear (324);
the second motor output gear (331) is fixedly connected with a second motor shaft (313), the second motor output gear (331) is meshed with the second motor gear (330), and the second motor shaft (313) is an output shaft of the second motor (2);
and a differential (333) connected to the output shaft (317), and a driven reduction gear (332) connected to the differential (333), the driven reduction gear (332) meshing with the first main reduction gear (319) and the second main reduction gear (325), respectively.
2. Hybrid system according to claim 1, characterized in that the gearbox (3) further comprises:
an idler shaft (334) arranged in parallel with the second motor shaft (313), and an idler gear (335) fixedly connected with the idler shaft (334), the idler gear (335) being respectively meshed with the second motor output gear (331) and the second motor gear (330).
3. Hybrid powertrain system according to claim 1 or 2, characterized in that the engine-driven modes comprise in particular:
and controlling the first synchronizer (320) or the second synchronizer (326) to be combined with the target gear, closing the clutch (5) and outputting the power output by the engine (4) through the gearbox (3).
4. Hybrid powertrain according to claim 1 or 2, characterized in that the second motor drive mode comprises in particular:
and controlling the third synchronizer (327) to be combined with the second motor gear (330) so that the power output by the second motor (2) is output through the gearbox (3).
5. The hybrid system according to claim 1 or 2, wherein the hybrid drive mode specifically comprises:
controlling the third synchronizer (327) to be combined with the second motor gear (330), controlling the first synchronizer (320) or the second synchronizer (326) to be combined with the target gear, closing the clutch (5), and coupling the power output by the second motor (2) and the power output by the engine (4) together for output through the gearbox (3);
and controlling the third synchronizer (327) to be combined with the second motor gear (330), controlling the first synchronizer (320) or the second synchronizer (326) to be combined with the target gear, closing the clutch (5), and coupling the power output by the first motor (1), the second motor (2) and the engine (4) together for output through the gearbox (3).
6. The hybrid powertrain system of claim 1, wherein the engine-to-motor power interaction mode specifically includes:
when the engine (4) is in idle speed, if the electric quantity of the power battery is detected to be lower than a preset threshold value, the clutch (5) is closed, the power output by the engine (4) is transmitted to the first motor (1), and the power battery is charged by the first motor (1);
when the engine (4) works normally, if the electric quantity of the power battery is detected to be lower than a preset threshold value, a part of power output by the engine (4) is transmitted to the first motor (1), the first motor (1) charges the power battery, and the other part of power output by the engine (4) is output through the gearbox (3);
when the engine is started after the vehicle is stopped, the clutch (5) is closed, the power output by the first motor (1) is transmitted to the engine (4) through the gearbox (3), and the engine (4) is started;
and when the second motor driving mode is switched to the hybrid driving mode, controlling the first synchronizer (320) or the second synchronizer (326) to be combined with the target gear, closing the clutch (5), transmitting one part of power output by the second motor (2) to the engine (4) through the gearbox (3), starting the engine (4), and outputting the other part of power output by the second motor (2) through the gearbox (3).
7. A hybrid system according to claim 1 or 2, characterized in that the gearbox (3) further comprises:
a reverse gear shaft (336) arranged in parallel with the second motor shaft (313);
a reverse intermediate gear (337) fixedly connected to the reverse shaft (336);
a first reverse gear (338) fixedly connected to the input shaft (316), the first reverse gear (387) being in mesh with the reverse intermediate gear (337);
and a second reverse gear (339) fixedly connected with the second intermediate shaft (315), wherein the second reverse gear (339) is meshed with the reverse intermediate gear (337), and the second reverse gear (339) is positioned between the fourth gear (329) of the engine and the third synchronizer (327).
8. The hybrid system of claim 7, wherein the engine drive modes further include:
and controlling the third synchronizer (327) to be combined with the second reverse gear (339), closing the clutch (5) and enabling the power output by the engine (4) to be output through the gearbox (3).
9. A vehicle characterized by comprising the hybrid system according to any one of claims 1 to 8.
CN201811271217.0A 2018-10-29 2018-10-29 Hybrid power system and vehicle Active CN111098689B (en)

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