CN111959258B - Hybrid power driving mechanism and vehicle mode control strategy - Google Patents
Hybrid power driving mechanism and vehicle mode control strategy Download PDFInfo
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- CN111959258B CN111959258B CN201910420309.9A CN201910420309A CN111959258B CN 111959258 B CN111959258 B CN 111959258B CN 201910420309 A CN201910420309 A CN 201910420309A CN 111959258 B CN111959258 B CN 111959258B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—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
Abstract
The invention discloses a hybrid power driving mechanism and a vehicle mode control strategy, wherein the mechanism comprises a CVT gearbox, an engine, a coupling mechanism and a motor, wherein a rotating shaft of the engine is connected with an input shaft of a gear shifting mechanism of the CVT gearbox; the coupling mechanism comprises a first engaging sleeve and a second engaging sleeve, and the first engaging sleeve is used for engaging or separating a rotating shaft of the engine and a rotating shaft of the motor; the second joint sleeve is used for jointing or separating a rotating shaft of the motor and an input shaft of a main speed reducer of the CVT gearbox; the mechanism is only provided with one motor, a first joint sleeve is arranged between the motor and the engine, the motor is connected with an input shaft of a main speed reducer through a second joint sleeve, and the motor works in two states of driving and power generation in cooperation with the motor through reasonably setting the states of the first joint sleeve and the second joint sleeve, so that the structure of various running modes of the vehicle is greatly simplified, and the design requirement of compact structure of the vehicle is facilitated.
Description
Technical Field
The invention relates to the technical field of hybrid power driving, in particular to a hybrid power driving mechanism and a vehicle mode control strategy.
Background
A hybrid vehicle refers to a vehicle in which the vehicle drive system is composed of a combination of two or more single drive systems that can be operated simultaneously. The driving power of the vehicle is provided by the individual drive systems individually or jointly depending on the actual driving state of the vehicle.
At present, the power sources of the hybrid electric vehicle are generally an engine and an electric motor, that is, the engine and the electric motor form a hybrid driving mechanism, and the vehicle is controlled in different states according to control conditions. Hybrid drive mechanisms generally include three types: the first type is series hybrid power, which mainly comprises an engine, a generator and a driving motor, wherein a power system is formed by connecting three power assemblies in series; the second type is a parallel hybrid power which mainly comprises an engine and a power generation motor-generator, wherein the engine and the power generation motor-generator are mutually overlapped and output, and can also be independently output; the third kind is a mechanism composed of integrated series and parallel structures, which is mainly composed of three power assemblies of an engine, a motor-generator and a driving motor.
The hybrid power mechanisms have various advantages, are specially designed according to the design conditions of different vehicles, are suitable for special vehicles, and have relatively high development cost.
Therefore, how to reduce the development cost of the hybrid electric vehicle is a constant pursuit goal of those skilled in the art.
Disclosure of Invention
The invention provides a hybrid power driving mechanism, which comprises a CVT gearbox, an engine, a coupling mechanism and a motor, wherein the CVT gearbox comprises a gear shifting mechanism, a driving belt wheel, a driven belt wheel and a main speed reducer; a rotating shaft of the engine is connected with an input shaft of a gear shifting mechanism of the CVT gearbox; the coupling mechanism comprises a first engaging sleeve and a second engaging sleeve, and the first engaging sleeve is used for engaging or separating a rotating shaft of the engine and a rotating shaft of the motor; the second engaging sleeve is used for engaging or disengaging the rotating shaft of the motor and the input shaft of the final drive of the CVT gearbox.
The hybrid power driving mechanism provided by the invention is only provided with one motor, the first joint sleeve is arranged between the motor and the engine, the motor is connected with the input shaft of the main speed reducer through the second joint sleeve, and the engine can drive the motor to generate power, recover vehicle energy, drive in a pure electric mode, drive in a hybrid mode and drive in a pure engine mode through reasonably setting the states of the first joint sleeve and the second joint sleeve. The driving mechanism can realize all driving mode functions of the hybrid power vehicle by one motor through the configuration, greatly simplifies the structure and is favorable for the design requirement of compact structure of the vehicle.
Optionally, the coupling mechanism further includes a first transmission mechanism, the first engaging sleeve includes a first engaging portion, a second engaging portion, and a synchronous engaging device therebetween, the first engaging portion is fixedly mounted on the rotating shaft of the engine, the second engaging portion is fixedly mounted on the input shaft of the first transmission mechanism, and when the first engaging portion and the second engaging portion are in an engaged state, the rotating shaft of the engine and the rotating shaft of the motor rotate in the same direction.
Optionally, the first transmission mechanism is a gear transmission mechanism, and includes a power generation driving gear, an intermediate gear and a power generation driven gear, and the intermediate gear is engaged with the power generation driving gear and the power generation driven gear at the same time; the power generation driving gear is rotatably supported on a rotating shaft of the engine and is coaxial with the rotating shaft; the second engaging portion is mounted to the power generation driving gear; the power generation driven gear is fixedly arranged on a rotating shaft of the motor.
Optionally, the coupling mechanism further includes an intermediate gear transmission mechanism, the intermediate gear transmission mechanism includes a motor driving gear, a motor driving intermediate gear and a motor driving driven gear, and the motor driving intermediate gear is engaged with the motor driving gear and the motor driving driven gear at the same time; the motor driving gear is mounted on a rotating shaft of the motor, the motor driving driven gear is rotatably supported on an input shaft of the main speed reducer, one of two parts of the mutually combined second joint sleeve is fixedly mounted on the input shaft of the main speed reducer, and the other part of the mutually combined second joint sleeve is mounted on the motor driving driven gear.
Optionally, the main reducer includes a main input gear, a rotating shaft of the main input gear is an input shaft of the main reducer, and the driven pulley and the second engaging sleeve are respectively located on two sides of the main input gear.
Optionally, the CVT transmission includes a housing, the shift mechanism, the driving pulley, the driven pulley and the final drive are located inside the housing, the input shaft of the shift mechanism and the input shaft of the final drive both have protruding shaft sections that protrude outside the housing, and the two protruding shaft sections are located on the same side of the housing, and the coupling mechanism is located outside the housing.
In addition, the invention also provides a vehicle mode control strategy based on the hybrid power drive mechanism, which specifically comprises the following steps: when the gear shifting mechanism is in a neutral gear state or a forward gear state and the engine is in a driving state, controlling the first engaging sleeve to be in an engaging state and the second engaging sleeve to be in a separating state so as to enable the motor to be in a power generation state; and/or the first and/or second light sources,
when the gear shifting mechanism is in a neutral gear state and the motor is in an electric driving state, controlling the first engaging sleeve to be in an engaging state and the second engaging sleeve to be in a disengaging state so as to start the engine when the vehicle is stopped; and/or the first and/or second light sources,
when the gear shifting mechanism is in a neutral gear state or a forward gear state and the motor is in an electric driving state, controlling the first engaging sleeve and the second engaging sleeve to be in an engaging state, and starting the engine in a pure electric driving state; and when the engine is started, the first engaging sleeve is disengaged; and/or the first and/or second light sources,
when the gear shifting mechanism is in a neutral gear state and the motor is in a stop state, controlling the first engaging sleeve and the second engaging sleeve to be in a separated state so as to stop; and/or the first and/or second light sources,
when the gear shifting mechanism is in a reverse gear or a forward gear and the motor is in a stop state, controlling the first engaging sleeve and the second engaging sleeve to be in a separated state, and enabling the vehicle to be in a pure engine driving mode; and/or the first and/or second light sources,
when the gear shifting mechanism is in a neutral gear and the motor is in an electric driving or power generation state, controlling the first engaging sleeve to be in a separated state and the second engaging sleeve to be in an engaged state so as to enable the vehicle to be in a pure electric driving or energy recovery mode; and/or the first and/or second light sources,
when the gear shifting mechanism is in a forward gear or a reverse gear and the motor is in an electric driving state, the first engaging sleeve is controlled to be in a separated state and the second engaging sleeve is controlled to be in an engaged state, so that the vehicle is in a hybrid driving mode.
Drawings
FIG. 1 is a schematic structural diagram of a hybrid drive mechanism according to an embodiment of the present invention;
fig. 2 is a schematic structural diagram of the coupling mechanism in fig. 1.
Wherein, in fig. 1 to 2:
1-a rotating shaft of an engine; 2-a first engaging sleeve; 3-a power generation driving gear; 4-intermediate gear; 5-a power generation driven gear; 6, driving a driving gear by a motor; 7-the motor drives the intermediate gear; 8-the motor drives the driven gear; 9-a second engaging sleeve; 10-a rotating shaft of the motor; 11-the output shaft of the coupling mechanism;
20-a gearbox; 201-a gear shift mechanism; 202-a drive pulley; 203-a driven pulley; 204-main reducer; 2041 — input shaft of the final drive; 2042 — output shaft of the final drive; 205-a housing;
30-an engine;
40-a motor;
50-coupling mechanism.
Detailed Description
In order to make the technical solutions of the present invention better understood by those skilled in the art, the present invention will be further described in detail with reference to the accompanying drawings and specific embodiments.
Referring to fig. 1 and fig. 2, fig. 1 is a schematic structural diagram of a hybrid power driving mechanism according to an embodiment of the present invention; fig. 2 is a schematic structural diagram of the coupling mechanism in fig. 1.
A CVT (Continuously Variable Transmission, chinese) Transmission 20 has no specific gear, and is similar to the automatic Transmission 20, but the change of the speed ratio is different from the shift skip process of the automatic Transmission 20, and is continuous, so that the power Transmission is continuous and smooth. The CVT transmission 20 includes a housing, a gear shift mechanism 201, a driving pulley 202, a driven pulley 203 and a main reducer 204 are disposed inside the housing, generally, the gear shift mechanism 201 is preferably a planetary gear shift mechanism 201, and a suitable gear is selected according to an external operation, and the specific gear is: forward gear, reverse gear, neutral gear.
When only the engine is used as a power source, the rotating shaft 1 of the engine (the power output shaft of the engine) is connected to the input shaft of the CVT transmission 20, and power is transmitted to the driving pulley 202 through the shift mechanism 201, then transmitted to the driven pulley 203 through the driving pulley 202, and finally transmitted to the wheels through the final drive 204.
It is mainly realized by a driving pulley 202 and a driven pulley 203, and a metal belt connected therebetween, to realize stepless change of the speed ratio.
The present invention provides a hybrid drive mechanism that is an improvement over the prior art CVT transmission 20 in that the structure of the CVT transmission 20 is not exactly the same as the prior art CVT transmission 20, but operates on substantially the same principle.
The hybrid drive mechanism of the invention includes the CVT transmission 20, the engine, the coupling mechanism 50, and the motor, and the number of the motors is only one. The engine can be a diesel engine, a gasoline engine or other types of engines.
The CVT transmission 20 of the present invention comprises two input shafts and an output shaft, the two input shafts being respectively: an input shaft of the gear shifting mechanism 201 and an input shaft of the main speed reducer 204, and a rotating shaft of the engine is connected with the input shaft of the gear shifting mechanism 201, that is, power of the engine can be input through the input shaft of the gear shifting mechanism 201, passes through the gear shifting mechanism 201, the driving pulley 202 and the driven pulley 203, and is finally transmitted to wheels through an output shaft of the main speed reducer 204. The output shaft of the final drive 204 is the output shaft of the CVT transmission 20, and the power transmitted through the CVT transmission 20 is transmitted to the wheels through the output shaft of the final drive 204.
The gear shift mechanism 201 can realize the shifting of forward gear, neutral gear, reverse gear and other gears, and the specific structure and principle of the gear shift mechanism 201 for realizing the above functions are basically the same as those of the prior art, and are not described in detail in the present invention.
The coupling mechanism 50 of the present invention includes a first engaging sleeve 2 and a second engaging sleeve 9, the first engaging sleeve 2 is used for engaging or disengaging the rotating shaft of the engine and the rotating shaft of the electric motor 40, that is, when the first engaging sleeve 2 is in an engaged state, the rotating shaft 1 of the engine is engaged with the rotating shaft 10 of the electric motor, and power transmission between the two can be realized, that is, when the engine is in a working state, the first engaging sleeve 2 is in an engaged state, and the power of the engine is transmitted to the input shaft of the gear shifting mechanism 201, and simultaneously, part of the power is also transmitted to the rotating shaft 10 of the electric motor through the first engaging sleeve 2, so that the electric motor 40 can be in a power generation state. When the engine is in a non-operating state and the electric motor 40 is in a rotating state, the first clutch collar 2 is engaged, the power of the electric motor 40 can be transmitted to the engine for starting the engine, and when the engine is started, the first clutch collar 2 can be disengaged.
The rotary shaft 1 of the engine and the rotary shaft 10 of the electric machine are usually indirectly engaged or disengaged, with an intermediate transmission member interposed therebetween.
The second engaging sleeve 9 is used for engaging or disengaging the rotating shaft of the electric motor 40 and the input shaft of the main reducer 204 of the CVT transmission 20, that is, when the second engaging sleeve 9 is in an engaged state, the rotating shaft of the electric motor 40 and the input shaft 2041 of the main reducer of the CVT transmission 20 can transmit power to each other, that is, the power of the electric motor 40 can be transmitted to the input shaft 2041 of the main reducer through the second engaging sleeve 9, and then the output shaft 2042 of the main reducer outputs to drive the wheels to rotate, so that the wheels are driven to rotate by the electric motor 40, that is, the vehicle is in an electric drive mode or a hybrid drive mode. Of course, the power may also be transmitted from the final drive 204 to the motor 40, i.e. the motor 40 is in the power generating state.
Similarly, the input shaft of the final drive and the rotating shaft of the motor are usually also power-transmitted through an intermediate transmission member.
As can be seen from the above description, the hybrid drive mechanism provided by the present invention has only one electric motor 40, the first engaging sleeve 2 is disposed between the electric motor 40 and the engine, the electric motor 40 is connected to the input shaft of the final drive 204 through the second engaging sleeve 9, and the engine drive motor 40 can realize the power generation, the vehicle energy recovery, the pure electric drive, the hybrid drive and the pure engine drive modes by properly arranging the states of the first engaging sleeve 2 and the second engaging sleeve 9. The driving mechanism can realize all mode functions of the vehicle by one motor 40 through the configuration, greatly simplifies the structure and is beneficial to the design requirement of compact structure of the vehicle.
For a flexible arrangement of the components in the drive mechanism, the coupling mechanism 50 may in a particular embodiment further comprise a first transmission mechanism, and the first engagement sleeve 2 comprises a first engagement portion, a second engagement portion, and a synchromesh engagement device therebetween, which is advantageous for achieving a synchronized rotation of the first engagement portion and the second engagement portion. The first joint is fixedly mounted on the rotating shaft of the engine, and the second joint is fixedly mounted on the input shaft of the first transmission mechanism, and it should be noted that, since the engine transmits power to the motor 40 as an example, the rotating shaft of the first transmission mechanism joined to the rotating shaft of the engine is defined as the input shaft, and of course, when power is transmitted in the reverse direction, the input shaft is the output shaft. This document is only for brevity in describing the technical solutions. It will be understood by those skilled in the art that the above definitions are not intended to limit the scope of the present invention.
When the first engagement portion and the second engagement portion are in an engaged state, the rotational shaft of the engine and the rotational shaft of the motor 40 rotate in the same direction. The first transmission mechanism not only facilitates the arrangement positions of all parts, but also can realize the rotation of the engine and the rotating shaft of the motor 40 in the same direction so as to ensure the transmission reliability of the mechanism.
The first transmission mechanism can be a gear transmission mechanism and comprises a power generation driving gear 3, an intermediate gear 4 and a power generation driven gear 5, wherein the intermediate gear 4 is simultaneously meshed with the power generation driving gear 3 and the power generation driven gear 5; the power generation driving gear 3 is rotatably supported on a rotating shaft of the engine and is coaxial with the rotating shaft; the second joint part is arranged on the power generation driving gear 3; the engine driven gear is fixedly mounted to a rotating shaft of the motor 40.
In the above embodiment, the second engaging portion of the first engaging sleeve 2 may be an end surface of the power generation driving gear 3, and the power generation driving gear 3 is supported on the rotating shaft of the engine, but may rotate around the axis, that is, the power generation driving gear 3 may not rotate synchronously with the rotating shaft of the engine, but may rotate only with the rotating shaft of the engine under the engaging action of the first engaging sleeve 2.
The arrangement mode of the gear transmission mechanism in the embodiment is simple in structure and easy to implement.
Similarly, the coupling mechanism 50 in each of the above embodiments may further include an intermediate gear transmission mechanism, the intermediate gear transmission mechanism includes a motor driving gear 6, a motor driving intermediate gear 7 and a motor driving driven gear 8, and the motor driving intermediate gear 7 is engaged with the motor driving gear 6 and the motor driving driven gear 8 at the same time; the motor driving gear 6 is mounted on the rotating shaft of the motor 40, the motor driving driven gear 8 is rotatably supported on the input shaft of the main speed reducer 204, one of the two parts of the second engaging sleeve 9, which are combined with each other, is fixedly mounted on the input shaft of the main speed reducer 204, and the other part is mounted on the motor driving driven gear 8.
That is to say the second engaging sleeve 9 also comprises the following parts: a first engagement portion of the second engagement sleeve 9 is fixedly mounted to the input shaft of the final drive 204, a second engagement portion of the second engagement sleeve 9 is mounted to a gear end face of the motor drive driven gear 8, and a synchronous engagement device is provided between the first engagement portion and the second engagement portion.
That is, the second engaging sleeve 9 and the first engaging sleeve 2 have the same operation principle, and may have substantially the same structure.
Hereinafter, the power transmission of each gear will be described in detail according to the different modes of the vehicle.
In a particular embodiment, the final drive 204 comprises a main input gear, the rotation axis of which is the input shaft of the final drive 204, and the driven pulley 203 and the second sleeve 9 are on either side of the main input gear. Of course, the final drive 204 is generally a gear set, which includes other power transmission gears besides the main input gear, and the specific structure of the gear set of the final drive 204 is not limited herein, please refer to the prior art. Generally, the CVT transmission 20 includes a housing, a main reducer 204, a driving pulley 202, a driven pulley 203 and a gear shifting mechanism 201 are all located inside the housing, the driven pulley 203 is mounted on one end of an input shaft of the main reducer 204, the other end of the input shaft, which is far away from the driven pulley 203, can extend to the outside of the housing, and a protruding shaft section thereof, which penetrates the outside of the housing, is coupled with the motor 40.
That is, the coupling mechanism 50 is independent of the CVT transmission 20 housing. The input shaft of the shifting mechanism 201 also has a protruding shaft section that extends out of the housing and is connected to the engine. The connection mode is convenient, and the later maintenance is convenient.
Of course, the rotating shaft 1 of the engine and the output shaft 11 of the coupling mechanism may extend into the case 205 and be connected to the input shaft of the shift mechanism 201 and the input shaft of the final drive 204.
In addition, the engine and the motor 40 may be located on the same side of the CVT transmission 20, that is, the protruding shaft section of the input shaft of the shift mechanism 201 and the protruding shaft section of the input shaft of the final drive 204 both protrude from the same side of the casing, which facilitates the arrangement of the coupling mechanism 50, facilitates the compact structure, and reduces the space occupation.
There are various specific structures related to the gearbox 20 and the coupling mechanism 50, for example, the coupling mechanism 50 may be integrated inside the casing of the gearbox 20, that is, the two are designed integrally, and of course, the coupling mechanism 50 and the gearbox 20 may also be designed separately and independently, that is, the coupling mechanism 50 is located outside the casing of the gearbox 20, and the shaft connection between the two is realized through splines or other forms.
Referring to table 1 below and again to fig. 2, the present invention provides a vehicle mode control strategy based on the hybrid drive mechanism of the above embodiments, specifically: when the shift mechanism 201 is in the neutral or forward state and the engine is in the driving state, the first engaging sleeve 2 is controlled to be in the engaged state and the second engaging sleeve 9 is controlled to be in the disengaged state, so that the motor 40 is in the power generation state.
Namely, operating mode 1: when the gear shift mechanism 201 is in a neutral gear state or a forward gear state, and the engine is in a driving state, the first engaging sleeve 2 can be controlled to be engaged, and the second engaging sleeve 9 is controlled to be disengaged, so that the engine power is transmitted to the first engaging sleeve 2 through the rotating shaft 1, and then transmitted to the power generation driving gear 33, the intermediate gear 4 and the power generation driven gear 55, and further the rotating shaft 10 of the motor 40 is driven to rotate, so that the power generation of the motor 40 is realized. When the engine drives the motor 40 to generate electricity, the second engaging sleeve 9 may be in a disengaged state, and at this time, the gear of the CVT transmission 20 may be a neutral gear or a forward gear. Of course, reverse gear is also possible, but the reverse gear time is generally short, power generation is not usually carried out, and gear shifting impact caused by too fast mode switching is avoided.
TABLE 1 Motor and control element operating states and modes
Working condition mode 2: when the shift mechanism 201 is in the neutral state and the motor is in the electric drive state, the first engaging sleeve is controlled to be in the engaged state and the second engaging sleeve is controlled to be in the disengaged state, so that the engine is started when the vehicle is stopped.
I.e. the engine mode is started when the vehicle is stopped, where the power transmission between the electric machine and the engine is exactly opposite to that in condition 1.
Working condition mode 3: when the gear shift mechanism 201 is in a neutral gear state or a forward gear state and the motor is in an electric driving state, the first engaging sleeve and the second engaging sleeve are controlled to be in an engaging state, and the engine is started in a pure electric driving state.
In this state, the motor is purely electrically driven on the one hand, and the engine is started on the other hand. Immediately after the engine is started, the second engagement sleeve is disengaged, preventing the engine from simultaneously transmitting power to the wheels at different speed ratios from the CVT transmission side and the coupling mechanism side. When the load is medium or low, the CVT gearbox is in a neutral gear, and the engine can work in a better working range after being started; under heavy load, the CVT gearbox is in a forward gear, and the speed ratio of the belt wheel before the engine is started is equal to the total speed ratio of the coupling mechanism.
Working condition mode 4: when the shift mechanism 201 is in the neutral state and the motor is in the stopped state, both the first and second engaging sleeves are controlled to be in the disengaged state to stop.
In this state, the motor does not intervene in operation. When the CVT gearbox is in neutral, the vehicle is stopped.
Working condition mode 5: when the gear shifting mechanism 201 is in a reverse gear or a forward gear and the motor is in a stop state, the first engaging sleeve and the second engaging sleeve are controlled to be in a separated state, and the vehicle is in a pure engine driving mode.
In this state, the engine is driven independently.
Working condition mode 6: when the gear shifting mechanism 201 is in a neutral gear and the motor is in an electric driving or power generating state, the first engaging sleeve is controlled to be in a separated state and the second engaging sleeve is controlled to be in an engaging state, so that the vehicle is in a pure electric driving or energy recovery mode.
Under the working condition, the CVT gearbox is in a neutral gear, and the engine is stopped. When the vehicle accelerates or runs at a constant speed, the motor works in an electric mode, power is transmitted to wheels through the motor driving gear 6 and the motor driving driven gear 8, and pure electric driving is achieved; when the vehicle is decelerated, the motor works in a power generation mode, and the wheels drag the motor backwards through the intermediate gear transmission mechanism to recover energy.
Working condition mode 7: when the shift mechanism 201 is in the forward gear or the reverse gear, and the motor is in the electric drive state, the first engagement sleeve is controlled to be in the disengaged state and the second engagement sleeve is controlled to be in the engaged state, so that the vehicle is in the hybrid drive mode.
Under the working condition, the CVT gearbox is in a gear position, the motor works in an electric state, and the motor and the engine simultaneously drive wheels.
The working condition modes can be combined at will.
Of course, key connections, mounting shafts and other components are necessary to achieve the mounting of the engaging sleeve and the gear, which are not shown in the figures, but do not hinder the understanding of the person skilled in the art. In addition, in order to realize the rotation synchronism between the connecting shafts, a synchronizer and other components can be added.
The hybrid drive mechanism and vehicle mode control strategy provided by the present invention are described in detail above. The principles and embodiments of the present invention are explained herein using specific examples, which are presented only to assist in understanding the method and its core concepts. It should be noted that, for those skilled in the art, it is possible to make various improvements and modifications to the present invention without departing from the principle of the present invention, and those improvements and modifications also fall within the scope of the claims of the present invention.
Claims (5)
1. A hybrid drive mechanism is characterized by comprising a CVT gearbox, an engine, a coupling mechanism and a motor, wherein the CVT gearbox comprises a gear shifting mechanism, a driving belt wheel, a driven belt wheel and a main speed reducer; a rotating shaft of the engine is connected with an input shaft of a gear shifting mechanism of the CVT gearbox; the coupling mechanism comprises a first engaging sleeve and a second engaging sleeve, and the first engaging sleeve is used for engaging or separating a rotating shaft of the engine and a rotating shaft of the motor; the second joint sleeve is used for jointing or separating a rotating shaft of the motor and an input shaft of a main speed reducer of the CVT gearbox, and the rotating shaft of the motor, the rotating shaft of the engine and the input shaft of the main speed reducer of the CVT gearbox are parallel; the coupling mechanism further comprises a first transmission mechanism, the first joint sleeve comprises a first joint part, a second joint part and a synchronous joint device positioned between the first joint part and the second joint part, the first joint part is fixedly arranged on a rotating shaft of the engine, the second joint part is fixedly arranged on an input shaft of the first transmission mechanism, and when the first joint part and the second joint part are in a joint state, the rotating shaft of the engine and the rotating shaft of the motor rotate in the same direction; the first transmission mechanism is a gear transmission mechanism and comprises a power generation driving gear, an intermediate gear and a power generation driven gear, and the intermediate gear is simultaneously meshed with the power generation driving gear and the power generation driven gear; the power generation driving gear is rotatably supported on a rotating shaft of the engine and is coaxial with the rotating shaft; the second engaging portion is mounted to the power generation driving gear; the power generation driven gear is fixedly arranged on a rotating shaft of the motor.
2. A hybrid drive mechanism as recited in claim 1, wherein said coupling mechanism further comprises an intermediate gear train, said intermediate gear train including a motor drive gear, a motor drive intermediate gear, and a motor drive driven gear, said motor drive intermediate gear simultaneously meshing with said motor drive gear and said motor drive driven gear; the motor driving gear is mounted on a rotating shaft of the motor, the motor driving driven gear is rotatably supported on an input shaft of the main speed reducer, one of two parts of the mutually combined second joint sleeve is fixedly mounted on the input shaft of the main speed reducer, and the other part of the mutually combined second joint sleeve is mounted on the motor driving driven gear.
3. A hybrid drive mechanism according to claim 1, wherein said final drive includes a main input gear whose rotational axis is an input shaft of said final drive, and said driven pulley and said second coupling sleeve are disposed on both sides of said main input gear.
4. A hybrid drive mechanism as recited in claim 1, wherein the CVT transmission includes a housing, the shift mechanism, the drive pulley, the driven pulley, and the final drive are located inside the housing, the input shaft of the shift mechanism and the input shaft of the final drive each have a projecting shaft section that extends outside the housing, and both projecting shaft sections are located on the same side of the housing, and the coupling mechanism is located outside the housing.
5. A vehicle mode control strategy based on the hybrid drive mechanism of any one of claims 1 to 4, characterized in that the control strategy is specifically: when the gear shifting mechanism is in a neutral gear state or a forward gear state and the engine is in a driving state, controlling the first engaging sleeve to be in an engaging state and the second engaging sleeve to be in a separating state so as to enable the motor to be in a power generation state; and/or the first and/or second light sources,
when the gear shifting mechanism is in a neutral gear state and the motor is in an electric driving state, controlling the first engaging sleeve to be in an engaging state and the second engaging sleeve to be in a disengaging state so as to start the engine when the vehicle is stopped; and/or the first and/or second light sources,
when the gear shifting mechanism is in a neutral gear state or a forward gear state and the motor is in an electric driving state, controlling the first engaging sleeve and the second engaging sleeve to be in an engaging state, and starting the engine in a pure electric driving state; and when the engine is started, the first engaging sleeve is disengaged; and/or the first and/or second light sources,
when the gear shifting mechanism is in a neutral gear state and the motor is in a stop state, controlling the first engaging sleeve and the second engaging sleeve to be in a separated state so as to stop; and/or the first and/or second light sources,
when the gear shifting mechanism is in a reverse gear or a forward gear and the motor is in a stop state, controlling the first engaging sleeve and the second engaging sleeve to be in a separated state, and enabling the vehicle to be in a pure engine driving mode; and/or the first and/or second light sources,
when the gear shifting mechanism is in a neutral gear and the motor is in an electric driving or power generation state, controlling the first engaging sleeve to be in a separated state and the second engaging sleeve to be in an engaged state so as to enable the vehicle to be in a pure electric driving or energy recovery mode; and/or the first and/or second light sources,
when the gear shifting mechanism is in a forward gear or a reverse gear and the motor is in an electric driving state, the first engaging sleeve is controlled to be in a separated state and the second engaging sleeve is controlled to be in an engaged state, so that the vehicle is in a hybrid driving mode.
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