CN111655525A - Hybrid transmission and vehicle - Google Patents

Hybrid transmission and vehicle Download PDF

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Publication number
CN111655525A
CN111655525A CN201880088292.5A CN201880088292A CN111655525A CN 111655525 A CN111655525 A CN 111655525A CN 201880088292 A CN201880088292 A CN 201880088292A CN 111655525 A CN111655525 A CN 111655525A
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CN
China
Prior art keywords
gear
transmission
gearwheel
output shaft
electric machine
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Pending
Application number
CN201880088292.5A
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Chinese (zh)
Inventor
李至浩
陈振辉
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Schaeffler Technologies AG and Co KG
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Schaeffler Technologies AG and Co KG
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Publication date
Application filed by Schaeffler Technologies AG and Co KG filed Critical Schaeffler Technologies AG and Co KG
Publication of CN111655525A publication Critical patent/CN111655525A/en
Pending legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • 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
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4808—Electric machine connected or connectable to gearbox output shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4833—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range
    • 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
    • B60K2006/541—Transmission for changing ratio without reverse ratio using instead electric reversing
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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

Abstract

The invention relates to a hybrid transmission for a vehicle, comprising a first electric machine, a second electric machine, a transmission input shaft and a transmission output shaft, wherein an internal combustion engine is connected to the transmission input shaft by means of a clutch, the first electric machine transmits torque to the transmission input shaft and the second electric machine transmits torque to the transmission output shaft, wherein a first gear and a third gear are arranged on the transmission input shaft in a rotationally fixed manner, a second gear and a fourth gear are arranged on the transmission output shaft in a freely sleeved manner and a synchronizer is arranged between the second gear and the fourth gear and can optionally connect the transmission output shaft in a rotationally fixed manner to the second gear or the fourth gear, wherein the first gear meshes with the second gear and the second gear meshes with the fourth gear. The vehicle according to the present invention has the above-described hybrid transmission.

Description

Hybrid transmission and vehicle Technical Field
The invention relates to a hybrid transmission for a hybrid vehicle, comprising an internal combustion engine, a first electric machine, a second electric machine and the hybrid transmission, which comprises a transmission input shaft and a transmission output shaft, wherein the internal combustion engine is connected to the transmission input shaft by a clutch and the first electric machine is connected to the transmission input shaft in a rotationally fixed manner. The invention further relates to a vehicle having the hybrid transmission.
Background
In one current plug-in hybrid drive system, two electric machines are provided in connection with a hybrid transmission, and an internal combustion engine is connected with the hybrid transmission via a hydraulic clutch, whereby the hybrid transmission is capable of achieving a plurality of operating modes. However, known hybrid transmissions can only provide a single gear for the traction motor and the internal combustion engine, and are not sufficient to optimize the operating point of the motor or the internal combustion engine. The hydraulic clutch is connected or disconnected according to the driving condition, so that the hybrid drive and the pure electric drive are switched, for example, in the road driving process, the efficiency of the internal combustion engine is high, the vehicle speed is high, the hydraulic clutch is connected at the moment, the internal combustion engine outputs torque only by a single gear, the rotating speed of the engine and the actual driving speed of wheels cannot be coordinated, the optimal function of the engine cannot be exerted, and the integrated starting motor only operates as a generator and cannot output torque at the moment; in urban driving, the efficiency of the internal combustion engine is very low, the vehicle speed is low, the hydraulic clutch is disconnected, the torque is output only by the single gear of the motor, and large torque cannot be provided due to the limitation of the power of the motor. Therefore, the performance of a hybrid drive system with only a single gear is not ideal. Furthermore, hybrid drive systems are very costly because the electric machines typically require additional rear wheel drives due to their limited tractive torque.
Disclosure of Invention
The invention is based on the object of providing a hybrid transmission for a hybrid vehicle which allows both the dynamic performance and the fuel economy of the hybrid vehicle in various driving situations.
The object is achieved by the hybrid transmission for a hybrid vehicle according to the invention, comprising a first electric machine, a second electric machine, a transmission input shaft and a transmission output shaft, wherein the internal combustion engine is connected to the transmission input shaft by means of a clutch, the first electric machine transmits torque to the transmission input shaft, and the second electric machine transmits torque to the transmission output shaft. According to the invention, a first gear and a third gear are arranged on the transmission input shaft in a rotationally fixed manner, a second gear and a fourth gear are arranged on the transmission output shaft in a free-running manner, and a synchronizer is arranged between the second gear and the fourth gear and can optionally connect the transmission output shaft in a rotationally fixed manner to the second gear or the fourth gear, wherein the first gear meshes with the second gear and the second gear meshes with the fourth gear. In the present invention, the first and third gear wheels are arranged on the transmission input shaft in a rotationally fixed manner, i.e. they are connected to the transmission input shaft in a rotationally fixed manner, for example by means of splines. The second gear and the fourth gear are arranged on the transmission output shaft in a free-running manner, i.e. can be supported on the transmission output shaft, for example, by bearings, as a result of which a relative rotation of the gears with respect to the transmission output shaft is achieved. Thus, by providing a pure engine drive mode with more gears, the operating point can be optimized relative to the prior art. Meanwhile, the traction motor driving modes with more gears are provided, so that the size of the traction motor can be reduced according to actual conditions, and the layout of a driving system is facilitated. In addition, when the clutch is disconnected, the first motor can also be used as a traction motor to improve the power performance of the hybrid electric vehicle in the pure electric driving mode. Thus, by various embodiments according to the present invention, an additional traction motor is not required. And no power interruption is caused when the transmission shifts, and the drivability is good.
According to a preferred embodiment of the invention, the first electric machine is an integrated starter motor. Thus, the first electric machine fulfils the dual function of a starter and an electric machine.
According to a preferred embodiment of the invention, the second electric machine is a traction motor, so as to be able to output torque directly to the transmission output shaft.
According to a preferred embodiment of the present invention, the transmission input shaft is arranged in parallel with the transmission output shaft, thereby achieving a compact arrangement structure.
According to a further embodiment of the invention, the first electric motor has a first motor shaft on which a seventh gearwheel is arranged in a rotationally fixed manner, which meshes with the first gearwheel. So that the torque of the first electric machine can be transmitted to the transmission input shaft via a pair of gears.
According to a further embodiment of the invention, the second electric machine has a second motor shaft, on which a fifth gearwheel is arranged in a rotationally fixed manner, and on which a transmission output shaft is arranged in a rotationally fixed manner, the fifth gearwheel meshing with the sixth gearwheel. So that the torque of the traction motor can be transmitted to the output shaft of the transmission through a pair of gears to realize speed change. In addition, when the second motor rotates reversely, the reversing function can be realized.
According to a further embodiment of the invention, the clutch is integrated inside the first electric machine. That is, the clutch is divided into a first side and a second side that can be engaged with or disengaged from each other. For example, the internal combustion engine and the first side of the clutch are connected and a torsional vibration damper is provided therebetween to effectively avoid resonance of the drive train and reduce noise of the drive train. The transmission input shaft is connected to the second side of the clutch, and the output of the first electric machine is connected in a rotationally fixed manner to the second side. The clutch and its actuating device are arranged radially inside the first electric machine to achieve a space-saving layout. The first electric machine, the torsional vibration damper, the clutch and its actuating device can together form a P2 hybrid module for more compact and convenient integration between the internal combustion engine and the transmission input, enabling hybrid drive.
The above object is also achieved by a vehicle comprising a hybrid transmission having the above features.
Thus, according to the present invention, the following functions can be provided according to different states of the internal combustion engine, the first electric machine, the second electric machine, the clutch, and the two synchronizers: pure electric drive, pure internal combustion engine drive, hybrid drive, standard charging, regenerative charging, internal combustion engine starting and cruising during vehicle driving.
Drawings
Embodiments of the present invention are described in detail below with reference to the accompanying drawings. The attached drawings are as follows:
figure 1 is a schematic diagram of a hybrid transmission according to a first embodiment of the present invention,
figure 2 is a torque transfer schematic in an electric-only mode of the hybrid transmission according to figure 1,
figure 3 is a schematic torque transfer diagram for the hybrid transmission of figure 1 in a purely engine-driven mode,
figure 4 is a torque transfer schematic for the hybrid transmission of figure 1 in a hybrid drive mode,
figure 5 is a torque transfer schematic diagram for the hybrid transmission of figure 1 in a charging mode,
figure 6 is a torque transfer schematic diagram for the hybrid transmission of figure 1 in a range mode,
FIG. 7 is a chart of operating modes of the hybrid transmission of FIG. 1 in various clutch, synchronizer states, an
Fig. 8 is a schematic diagram of a hybrid transmission according to a second embodiment of the present invention.
Detailed Description
Fig. 1 shows a schematic configuration of a hybrid transmission for a first embodiment of a hybrid system according to the present invention. As shown, the hybrid transmission has a transmission input shaft 2, a transmission output shaft 3, a traction motor TM, a traction motor shaft 4, an integrated starter motor ISG, an integrated starter motor shaft 5, a synchronizer A, four gear pairs Z11-Z21, Z11-Z31, Z12-Z22, and Z24-Z44.
In the present embodiment, the transmission input shaft 2, the transmission output shaft 3, the traction motor shaft 4, and the integrated starter motor shaft 5 are arranged in parallel.
The transmission input shaft 2 is connected to the internal combustion engine ICE via a clutch k0, wherein the clutch k0 is divided into a first side and a second side which can be engaged or disengaged with each other. The transmission input shaft 2 is connected to the second side of the clutch k0, the internal combustion engine ICE is connected to the first side of the clutch k0, and a torsional vibration damper 6 is provided therebetween to effectively avoid resonance of the drive train and reduce noise of the drive train. The transmission input shaft 2 is connected to the second side of the clutch k 0. Therefore, when the clutch k0 is closed, the internal combustion engine ICE is connected to the transmission input shaft 2.
On the transmission input shaft 2, a first gear Z11, a second gear Z12 are arranged in succession in a rotationally fixed manner, preferably by splines, in the axial direction away from the clutch k 0. On the transmission output shaft 3, in the direction away from the differential, a sixth gear Z24, a second gear Z21, a synchronizer a and a fourth gear Z22 are arranged in succession, wherein the sixth gear Z24 is arranged in a rotationally fixed manner, preferably by splines, on the transmission output shaft 3, and the second gear Z21 and the fourth gear Z22 are supported in an empty manner, in particular by bearings, on the transmission output shaft 3 and mesh with the first gear Z11 and the third gear Z12, respectively. The synchronizer a can connect the second gear Z21 or the fourth gear Z22 in a rotationally fixed manner with the transmission output shaft 3. The synchronizer a is preferably connected in a rotationally fixed manner by splines to the transmission output shaft 3, and the second gear Z21 and the fourth gear Z22 additionally have a toothing adapted to the synchronizer a, which can be connected in a rotationally fixed manner to the toothing of the gear by means of a sliding sleeve of the synchronizer.
The traction motor shaft 4 is connected to the traction motor TM in a rotationally fixed manner. A fifth gear Z44 is arranged on the traction motor shaft 4 in a rotationally fixed manner, the fifth gear Z44 meshing with a sixth gear Z24 on the transmission output shaft 3. Thereby transmitting the power of the traction motor TM to the transmission output shaft 3.
The integrated starter motor shaft 5 is connected to the integrated starter motor ISG in a rotationally fixed manner. A seventh gearwheel Z31 is arranged rotationally fixed on the integrated starter motor shaft 5, the seventh gearwheel Z31 meshing with the first gearwheel Z11 on the transmission input shaft 2. The power of the integrated starter motor ISG is thereby transmitted to the transmission input shaft 2.
Synchronizer A has three gears, namely L position, N position and R position. When the synchronizer is in the N position, the synchronizer is not engaged with any gear and is in an idle state; when synchronizer a is in the L position, gear Z21 is engaged; when synchronizer A is in the R position, it is engaged with gear Z22.
With the hybrid transmission according to the embodiment, the power system of the hybrid vehicle according to the invention can realize the following modes:
1) the pure electric drive mode, in which 4 gears can be realized with the hybrid transmission according to the present invention, is shown in fig. 2:
EM 1: synchronizer a is in either position and clutch k0 is open. The integrated starter motor ISG is not operated. The torque of the traction motor TM is transmitted from the traction motor shaft 4 through the gears Z44-Z24 to the transmission output shaft 3, thereby turning the wheels. Since the traction motor TM can rotate in the normal direction and also in the reverse direction, this shift position can also be used as a reverse gear of the vehicle.
EM 2: synchronizer a is in the R position and clutch k0 is open. The torque of the traction motor TM is transmitted from the traction motor shaft 4 through the gears Z44-Z24 to the transmission output shaft 3. The torque of the integrated starter motor ISG is transmitted from the integrated starter motor shaft 5 to the transmission input shaft 2 through the gear pair Z31-Z11, and then to the transmission output shaft 3 through the gear pair Z12-Z22. So that the two motors drive the wheels to rotate together.
EM 3: synchronizer a is in the L position and clutch k0 is open. The torque of the traction motor TM is transmitted from the traction motor shaft 4 through the gears Z44-Z24 to the transmission output shaft 3. At the same time, the torque of the integrated starter motor ISG is transferred from the integrated starter motor shaft 5 through gears Z31-Z11-Z21 to the transmission output shaft 3. So that the two motors drive the wheels to rotate together.
EM 4: synchronizer a is in the L position and clutch k0 is open. The traction motor TM is not operating. At the same time, the torque of the integrated starter motor ISG is transmitted from the integrated starter motor shaft 5 through the gears Z31-Z11-Z21 to the transmission output shaft 3, thereby turning the wheels.
2) Pure internal combustion engine drive mode, in which 2 gears can be achieved with the hybrid transmission according to the invention, as shown in fig. 3:
ICE 1: synchronizer a is in the R position and clutch k0 is closed. Both motors do not work. The torque of the internal combustion engine ICE is transmitted from the transmission input shaft 2 to the transmission output shaft 3 via the gear pair Z12-Z22, thereby turning the wheels.
ICE 2: synchronizer a is in the L position and clutch k0 is closed. Both motors do not work. The torque of the internal combustion engine ICE is transmitted from the transmission input shaft 2 to the transmission output shaft 3 via the gear pair Z11-Z21, thereby turning the wheels.
3) Hybrid drive mode, i.e. both the internal combustion engine ICE and the traction motor TM provide power, in which 4 gears can be achieved with the hybrid transmission according to the invention, as shown in fig. 4:
ICE1+ EM 1: synchronizer a is in the R position and clutch k0 is closed. The integrated starter motor ISG is not operated. The torque of the internal combustion engine ICE is transmitted from the transmission input shaft 2 to the transmission output shaft 3 through the gear pair Z12-Z22; the torque of the traction motor TM is transmitted from the traction motor shaft 4 through the gears Z44-Z24 to the transmission output shaft 3. Therefore, the transmission output shaft 3 is driven to rotate through the power coupling of the internal combustion engine ICE and the traction motor TM, and then the wheels are driven to rotate.
ICE2+ EM 1: synchronizer a is in the L position and clutch k0 is closed. The integrated starter motor ISG is not operated. The torque of the internal combustion engine ICE is transmitted from the transmission input shaft 2 to the transmission output shaft 3 through the gear pair Z11-Z21; the torque of the traction motor TM is transmitted from the traction motor shaft 4 through the gears Z44-Z24 to the transmission output shaft 3. Therefore, the transmission output shaft 3 is driven to rotate through the power coupling of the internal combustion engine ICE and the traction motor TM, and then the wheels are driven to rotate.
ICE1+ EM 2: synchronizer a is in the R position and clutch k0 is closed. The torque of the internal combustion engine ICE is transmitted from the transmission input shaft 2 to the transmission output shaft 3 through the gear pair Z12-Z22; the torque of the traction motor TM is transmitted from the traction motor shaft 4 through the gears Z44-Z24 to the transmission output shaft 3. The torque of the integrated starter motor ISG is transmitted from the integrated starter motor shaft 5 to the transmission input shaft 2 through the gear pair Z31-Z11, and then to the transmission output shaft 3 through the gear pair Z12-Z22. Therefore, the transmission output shaft 3 is driven to rotate through the power coupling of the internal combustion engine ICE, the traction motor TM and the integrated starter motor ISG, and then the wheels are driven to rotate.
ICE2+ EM 3: synchronizer a is in the L position and clutch k0 is closed. The torque of the internal combustion engine ICE is transmitted from the transmission input shaft 2 to the transmission output shaft 3 through the gear pair Z11-Z21; the torque of the traction motor TM is transmitted from the traction motor shaft 4 through the gears Z44-Z24 to the transmission output shaft 3. At the same time, the torque of the integrated starter motor ISG is transferred from the integrated starter motor shaft 5 through gears Z31-Z11-Z21 to the transmission output shaft 3. Therefore, the transmission output shaft 3 is driven to rotate through the power coupling of the internal combustion engine ICE, the traction motor TM and the integrated starter motor ISG, and then the wheels are driven to rotate.
3) And (3) charging mode: as shown in fig. 5, synchronizer a is in the N position and clutch k0 is closed. The traction motor TM is not operating. The torque of the internal combustion engine ICE is transmitted to the integrated starter motor ISG serving as a generator via the torsional vibration damper 6, the engaged clutch k0, and the gear pair Z11-Z31 in this order, whereby mechanical energy is converted into electric energy and stored in an energy storage element such as a battery, achieving a charging function.
4) Engine start mode: synchronizer a is in N position and clutch k0 is closed. The torque transfer direction is opposite to the charge mode described above, and the integrated starter motor ISG serves as a motor output torque that is transferred to the internal combustion engine ICE via the gear pair Z31-Z11, the engaged clutch k0, to start the internal combustion engine ICE. In particular, the starting of the internal combustion engine can be carried out both in the operating and in the non-operating condition of the traction motor TM.
5) A endurance mode: as shown in fig. 6, synchronizer a is in the N position and clutch k0 is closed. The torque of the traction motor TM is transmitted from the traction motor shaft 4 through the gears Z44-Z24 to the transmission output shaft 3, thereby turning the wheels. The torque of the internal combustion engine ICE is transmitted in turn via the torsional vibration damper 6, the engaged clutch k0 and the gear pair Z11-Z31 to the integrated starter motor ISG acting as a generator, whereby the mechanical energy is converted into electrical energy and stored in an energy storage element, for example a battery, for the continuous operation of the traction motor TM.
The operating mode of the transmission in different states of the clutch and the synchronizer can be clearly seen by the table shown in fig. 7, wherein the clutch engaged state is marked grey and the gear selected by the synchronizer is marked grey.
Fig. 8 shows a schematic diagram of a hybrid transmission according to a second embodiment of the present invention. In the present exemplary embodiment, transmission input shaft 2 is likewise connected to internal combustion engine ICE via a clutch k0, clutch k0 being divided into a first side and a second side which can be engaged or disengaged with respect to one another. The internal combustion engine ICE is connected to a first side of clutch k0, and the transmission input shaft 2 is connected to a second side of clutch k 0. The present embodiment differs from the first embodiment according to fig. 1 in that the rotor of the integrated starter motor ISG is connected to the second side in a rotationally fixed manner. The clutch k0 and its actuating device are arranged radially inside the integrated starter motor ISG in order to achieve a space-saving arrangement. The integrated starter motor ISG, the torsional vibration damper 6, the clutch k0 and its actuating device can together form a P2 hybrid module for more compact and convenient integration between the internal combustion engine ICE and the transmission input shaft 2 for hybrid drive.
Thus, by providing a pure engine drive mode with more gears, the load point can be optimized relative to the prior art. By providing traction motor drive modes with more gears, the size of the traction motor can be reduced according to actual conditions, and the layout of a drive system is facilitated. In particular, hybrid modules with different sizes of traction motors and different numbers of gear pairs can be designed accordingly in order to achieve different applications from strong hybrid to plug-in hybrid and can be used for all models of vehicles from class a passenger cars to SUVs. In addition, the integrated starter motor can also be used as a traction motor when the clutch is disconnected, so that the power performance of pure electric drive of the hybrid vehicle and the efficiency of a driving system are improved. Thus, by various embodiments according to the present invention, an additional traction motor is not required. And no power interruption is caused when the transmission shifts, and the drivability is good.
Although possible embodiments have been described by way of example in the above description, it should be understood that numerous embodiment variations exist, still by way of combination of all technical features and embodiments that are known and that are obvious to a person skilled in the art. It should also be appreciated that the exemplary embodiment or exemplary embodiments are only examples, and are not intended to limit the scope, applicability, or configuration of the invention in any way. From the foregoing description, one of ordinary skill in the art will more particularly provide a technical guide to convert at least one exemplary embodiment, wherein various changes may be made, particularly in matters of function and structure of the components described, without departing from the scope of the following claims.
List of reference numerals
2 speed variator input shaft
3 output shaft of speed changer
4 second motor shaft, traction motor shaft
5 first Motor shaft, Integrated Starter Motor shaft
6 torsional vibration damper
Z11 first gear
Z21 second gear
Z12 third gear
Z22 fourth Gear
Z44 fifth Gear
Z24 sixth Gear
Z31 seventh Gear
A synchronizer
K0 clutch
ICE internal combustion engine
ISG first motor, integrated starter motor
TM second, traction motor

Claims (8)

  1. A hybrid transmission for a vehicle, comprising a first electric machine (ISG), a second electric machine (TM), a transmission input shaft (2) and a transmission output shaft (3), wherein the transmission input shaft (2) is connected to an Internal Combustion Engine (ICE) by a clutch (k0), the first electric machine (ISG) transmits torque to the transmission input shaft (2) and the second electric machine (TM) transmits torque to the transmission output shaft (3),
    characterized in that a first gearwheel (Z11) and a third gearwheel (Z12) are arranged in a rotationally fixed manner on the transmission input shaft (2), a second gearwheel (Z21) and a fourth gearwheel (Z22) are arranged in a free manner on the transmission output shaft (3), and a synchronizer (A) is arranged, which is located between the second gearwheel (Z21) and the fourth gearwheel (Z22) and can optionally connect the transmission output shaft (3) in a rotationally fixed manner to the second gearwheel (Z21) or to the fourth gearwheel (Z22), wherein the first gearwheel (Z11) meshes with the second gearwheel (Z21) and the second gearwheel (Z12) meshes with the fourth gearwheel (Z22).
  2. The hybrid transmission of claim 1, wherein the first electric machine is an integrated starter motor (ISG).
  3. The hybrid transmission of claim 1, wherein the second electric machine is a Traction Motor (TM).
  4. Hybrid transmission according to claim 1, characterized in that the transmission input shaft (2) is arranged parallel to the transmission output shaft (3).
  5. Hybrid transmission according to claim 1, characterised in that the first electric machine (ISG) has a first motor shaft (5), on which first motor shaft (5) a seventh gearwheel (Z31) is arranged in a rotationally fixed manner, which seventh gearwheel (Z31) meshes with the first gearwheel (Z11).
  6. Hybrid transmission according to claim 1, characterised in that the second electric machine (TM) has a second motor shaft (4), on which second motor shaft (4) a fifth gearwheel (Z44) is arranged rotationally fixed, on which transmission output shaft (3) a sixth gearwheel (Z24) is arranged rotationally fixed, which fifth gearwheel (Z44) meshes with the sixth gearwheel (Z24).
  7. Hybrid transmission according to claim 1, characterized in that the clutch (k0) is integrated in the first electric machine (ISG).
  8. A vehicle comprising a hybrid transmission according to any one of claims 1-7.
CN201880088292.5A 2018-05-16 2018-05-16 Hybrid transmission and vehicle Pending CN111655525A (en)

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