CN112248790A - Multi-mode hybrid power transmission device and control method thereof - Google Patents

Multi-mode hybrid power transmission device and control method thereof Download PDF

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Publication number
CN112248790A
CN112248790A CN202011160717.4A CN202011160717A CN112248790A CN 112248790 A CN112248790 A CN 112248790A CN 202011160717 A CN202011160717 A CN 202011160717A CN 112248790 A CN112248790 A CN 112248790A
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CN
China
Prior art keywords
gear
mode
engine
motor
power
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Pending
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CN202011160717.4A
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Chinese (zh)
Inventor
靳立强
张奇祥
肖峰
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Automobile Power Transmission Research Institute Of Taizhou Jilin University
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Automobile Power Transmission Research Institute Of Taizhou Jilin University
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Priority to CN202011160717.4A priority Critical patent/CN112248790A/en
Publication of CN112248790A publication Critical patent/CN112248790A/en
Pending legal-status Critical Current

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Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT 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
    • B60K6/00Arrangement 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
    • B60K6/20Arrangement 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
    • B60K6/22Arrangement 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
    • B60K6/36Arrangement 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
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT 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
    • B60K6/00Arrangement 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
    • B60K6/20Arrangement 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
    • B60K6/42Arrangement 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
    • B60K6/44Series-parallel type
    • B60K6/442Series-parallel switching type
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT 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
    • B60K6/00Arrangement 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
    • B60K6/20Arrangement 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
    • B60K6/50Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54Transmission for changing ratio
    • B60K6/547Transmission for changing ratio the transmission being a stepped gearing
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00Control systems specially adapted for hybrid vehicles
    • B60W20/20Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
    • YGENERAL 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
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/62Hybrid vehicles

Abstract

The invention discloses a multi-mode hybrid power transmission device and a control method thereof, wherein the multi-mode hybrid power transmission device comprises: an engine; the second gear mechanism is selectively connected with a power output shaft of the engine; the four-gear mechanism is selectively connected with a power output shaft of the engine; an electric motor; a first gear mechanism connected with a power output shaft of the motor; a third-gear mechanism connected with a power output shaft of the motor; wherein, the power output shaft of the motor is selectively connected with the power output shaft of the engine; the input end of the differential is selectively connected with a first-gear mechanism, a second-gear mechanism, a third-gear mechanism or a fourth-gear mechanism, and the output end of the differential is connected with a driving shaft of an automobile; a first gear fixedly mounted on a power output shaft of the engine; a generator; the second gear is fixedly arranged on the power input shaft of the generator and is in meshed transmission with the first gear; a power battery that stores electrical energy and powers the electric motor.

Description

Multi-mode hybrid power transmission device and control method thereof
Technical Field
The invention belongs to the technical field of automobile power transmission, and particularly relates to a multi-mode hybrid power transmission device and a control method thereof.
Background
With the continuous improvement of environmental protection standards, the emission index of the traditional internal combustion engine automobile is increasingly difficult to adapt to new requirements. On the premise of ensuring the dynamic property and the economical efficiency, how to reduce the emission of the automobile becomes a problem to be solved urgently in the industry. Based on this, hybrid vehicles using an engine and a motor as power sources, and pure electric vehicles using a motor as a power source and a fuel cell as an energy source have become hot research spots in the industry. In view of the fact that the development of battery technology is still not mature enough, and in addition, the large-scale construction of infrastructure such as charging piles is still long-term, the large-scale industrialization of pure electric vehicles needs a long time. The hybrid electric vehicle has lower requirement standard for the battery, and the development of the internal combustion engine technology is mature, and the vehicle can be completed only by improving the traditional internal combustion engine vehicle, so that the hybrid electric vehicle becomes the most appropriate vehicle type which is suitable for the current stage environmental protection standard.
Most current hybrid powertrain systems assume the P2 hybrid mode, i.e., the electric motor is placed on the input shaft of the transmission. Taking the existing hybrid power system of the seven-speed transmission as an example, the hybrid transmission system is mainly based on the existing mature double-clutch transmission technology and motor control technology, and can enable a driving motor and an engine to work in a high-efficiency area for a long time by changing gears; the C1 clutch and the C2 clutch are respectively connected with the engine, the input two shafts are sleeved on the input one shaft in a hollow mode, and the motor is connected with the four-six-gear driving gear through a motor transmission shaft assembly. The hybrid power system can execute the operation modes of engine single drive, motor single drive 2/4/6/R gear, simultaneous drive of the engine and the motor 2/4/6/R gear, braking charge of the motor and the like.
However, the current dual clutch hybrid transmission has the following disadvantages: 1. because the motor is connected with the four-gear and six-gear driving gear through the motor transmission shaft assembly, the engine and the motor can only drive 2/4/6/R gears at the same time and cannot drive all gears under a hybrid mode, and the requirements on dynamic property and economy cannot be well met; 2. when the motor is driven, the storage battery cannot be charged by the motor, so that the power supply of the motor is ensured, and the storage battery has large volume and high cost; 3. the transmission system has complex structure, large occupied space and inconvenient carrying.
Disclosure of Invention
The invention aims to overcome the defects of the existing double-clutch hybrid transmission, and provides a multi-mode hybrid power transmission device which can realize a pure electric motor driving mode, a pure engine driving mode, a series driving mode, a hybrid driving mode, a regeneration recovery mode and a parking power generation mode, can realize the driving of each gear in the hybrid driving mode, and can charge a power battery in the series driving mode, the regeneration recovery mode and the parking power generation mode.
The invention also provides a control method of the multi-mode hybrid power transmission device, which can be used for conveniently realizing the switching of different working modes and gear adjustment.
The technical scheme provided by the invention is as follows:
a multi-mode hybrid transmission, comprising:
an engine that powers a vehicle by burning a fossil fuel;
the second gear mechanism is selectively connected with a power output shaft of the engine;
the four-gear mechanism is selectively connected with a power output shaft of the engine;
an electric motor;
a first gear mechanism connected with a power output shaft of the motor;
a third-gear mechanism connected to a power output shaft of the motor;
wherein, the power output shaft of the motor is selectively connected with the power output shaft of the engine;
the input end of the differential is selectively connected with the first-gear mechanism, the second-gear mechanism, the third-gear mechanism or the fourth-gear mechanism, and the output end of the differential is connected with a driving shaft of an automobile;
a first gear fixedly mounted on a power output shaft of the engine;
a generator;
the second gear is fixedly arranged on a power input shaft of the generator and is in meshed transmission with the first gear;
a power battery that stores electric energy provided by the generator and supplies power to the motor.
Preferably, the multi-mode hybrid transmission further includes:
an intermediate shaft;
the third gear is fixedly arranged on the intermediate shaft;
a fourth gear fixedly mounted on the differential case and in meshed transmission with the third gear;
the intermediate shaft is selectively connected with the first-gear mechanism, the second-gear mechanism, the third-gear mechanism or the fourth-gear mechanism.
Preferably, the first gear mechanism includes a first gear driving gear and a first gear driven gear;
the first-gear driving gear is fixedly arranged on an output shaft of the motor; the first-gear driven gear is selectively connected with the intermediate shaft and is in meshed transmission with the first-gear driving gear;
the three-gear mechanism comprises a three-gear driving gear and a three-gear driven gear;
the three-gear driving gear is fixedly arranged on an output shaft of the motor; the three-gear driven gear is selectively connected with the intermediate shaft and is in meshed transmission with the three-gear driving gear.
Preferably, the multi-mode hybrid transmission further includes:
the two-gear and four-gear shaft is coaxially arranged with a power output shaft of the engine and an output shaft of the motor;
a first clutch provided between the power output shafts of the engine and between the two-and four-speed gear shafts;
the second gear mechanism comprises a second driving gear and a second driven gear; the four-gear mechanism comprises a four-gear driving gear and a four-gear driven gear;
gear shafts of the second-gear driving gear and the fourth-gear driving gear are respectively and fixedly arranged on the two-fourth-gear shaft;
the second-gear driven gear is selectively connected with the intermediate shaft and is in meshed transmission with the second-gear driving gear;
the four-gear driven gear is selectively connected with the intermediate shaft and is in meshed transmission with the four-gear driving gear.
Preferably, the multi-mode hybrid transmission further includes:
a second clutch provided between a power output shaft of the motor and the two-four-speed gear shaft.
Preferably, the multi-mode hybrid transmission further includes:
a first synchronizer fixedly mounted on the intermediate shaft;
the second-gear driven gear is sleeved on the intermediate shaft in a hollow manner, and the first synchronizer is selectively combined with or separated from the second-gear driven gear; the fourth-gear driven gear is sleeved on the intermediate shaft, and the first synchronizer is selectively combined with or separated from the fourth-gear driven gear.
Preferably, the multi-mode hybrid transmission further includes:
a second synchronizer fixedly mounted on the intermediate shaft;
wherein the first-gear driven gear is freely sleeved on the intermediate shaft, and the second synchronizer is selectively combined with or separated from the first-gear driven gear; the third-gear driven gear is sleeved on the intermediate shaft, and the second synchronizer is selectively combined with or separated from the third-gear driven gear.
A control method of a multi-mode hybrid transmission for controlling the multi-mode hybrid transmission, comprising the steps of:
the method comprises the following steps that firstly, a vehicle control unit acquires working state signals of an engine, a motor, a first clutch and a second clutch, and determines the working mode of the multi-mode hybrid power transmission device;
secondly, the vehicle control unit controls the working states of the engine, the motor, the generator, the first clutch, the second clutch, the first synchronizer and the second synchronizer according to the working mode to realize the execution of the selected working mode;
wherein, the working mode includes: the hybrid drive system comprises a pure electric motor drive mode, a pure engine drive mode, a series drive mode, a hybrid drive mode, a regeneration recovery mode and a parking power generation mode.
Preferably, the control method of the multi-mode hybrid transmission further includes:
when the vehicle is in the electric-only driving mode, the series driving mode or the hybrid driving mode and the vehicle state is coasting or braking deceleration, the vehicle is switched to the regeneration recovery mode.
Preferably, when the multi-mode hybrid transmission is in a hybrid drive mode:
the engine and the motor work, and the first clutch and the second clutch are connected; the power sources for running the vehicle are the electric motor and the engine, the engine drives the generator to generate electricity, and the generated electric energy is stored in the power battery;
the gear switching of the first gear, the second gear, the third gear and the fourth gear is realized by controlling the working states of the first synchronizer and the second synchronizer; and
when the multi-mode hybrid transmission is in series-drive mode:
the engine and the motor work, the first clutch and the second clutch are disconnected, the motor serves as a power source for vehicle operation, and the engine drives the generator to generate power to charge the power battery.
The invention has the beneficial effects that:
the multi-mode hybrid power transmission device provided by the invention has the advantages of simple structure, compact arrangement, small occupied space and convenience in carrying; the hybrid power generation system can realize a pure electric motor driving mode, a pure engine driving mode, a series driving mode, a hybrid driving mode, a regeneration recovery mode and a parking power generation mode, can realize the driving of each gear in the hybrid driving mode, and can charge the power battery in the series driving mode, the regeneration recovery mode and the parking power generation mode.
The control method of the multi-mode hybrid power transmission device provided by the invention can be used for conveniently realizing the switching of different working modes and the gear adjustment.
Drawings
Fig. 1 is a schematic view of the general construction of a multi-mode hybrid transmission according to the present invention.
FIG. 2 is a schematic diagram of a control method for a multi-mode hybrid transmission according to the present invention.
Detailed Description
The present invention is further described in detail below with reference to the attached drawings so that those skilled in the art can implement the invention by referring to the description text.
As shown in fig. 1, the present invention provides a multi-mode hybrid transmission, mainly comprising: the power-driven hybrid vehicle comprises a power battery 1, a power generation driving gear 2, a generator power input shaft 3, a generator 4, a first gear 5, an engine 6, an engine power output shaft 7, a separating clutch 8, a second-gear driving gear 9, a fourth-gear driving gear 10, a counter shaft gear 11, a differential shell gear 12, a right wheel 13, a right half shaft 14, a differential 15, a left half shaft 16, a second-gear driven gear 17, a first synchronizer 18, a fourth-gear driven gear 19, a left wheel 20, a third-gear driven gear 21, a counter shaft 22, a second synchronizer 23, a first-gear driven gear 24, an electric motor 25, an electric motor power output shaft 26, a first-gear driving gear 27, a third-gear driving gear 28, a third-fourth-gear single-sided clutch 29 and a.
The engine 6 powers the vehicle through the combustion of fossil fuels. The power battery 1 is one of the capability sources of the vehicle; the electric motor 25 is powered by the power battery 1 to drive the vehicle to run. The generator 4 can convert the mechanical energy into electric energy and transmit the electric energy to the power battery 1 for storage. An engine power output shaft 7 disposed at an output end of the engine 6; the generator power input shaft 3 is arranged in parallel with the engine power output shaft 7 and is connected with the input end of the generator 4 for driving the generator 4 to generate electricity. A motor power take-off shaft 26 is arranged at the output end of the motor 25; the differential 15 can realize differential driving of left and right wheels, and a differential case gear 12 is arranged outside a case of the differential 15; the intermediate shaft 22 is arranged in parallel with the engine power take-off shaft 7 and the motor power take-off shaft 26, and is arranged between the engine power take-off shaft 7, the motor power take-off shaft 26 and the differential 15. The vehicle control unit VCU30 is configured to receive and process vehicle signals.
The first gear 5 is fixedly arranged on the power output shaft 7 of the engine and close to the engine 6; the power generation driving gear 2 is fixedly arranged on the power input shaft 3 of the generator and is meshed with the first gear 5, and the power output by the engine 6 is transmitted to the generator 4 through the first gear 5 and the power generation driving gear 2 to drive the generator 4 to generate power. The four-gear driving gear 10 is fixedly arranged on the power output shaft 7 of the engine; the second gear driving gear 9 is fixedly arranged on the power output shaft 7 of the engine and close to the engine 6; the separation clutch 8 is disposed between the first gear 5 and the second gear drive gear 9, and the operating state of the separation clutch 8 affects the driving mode of the vehicle. The first gear driving gear 27 is fixedly arranged on the power output shaft 26 of the electric motor; the third gear drive gear 28 is fixedly disposed on the electric motor power output shaft 26 on a side thereof adjacent to the fourth gear drive gear 10. The three-fourth gear single-sided clutch 29 is arranged between the three-gear driving gear 28 and the four-gear driving gear 10 and is used for realizing the on-off of the engine power output shaft 7 and the motor power output shaft 26.
The first gear driven gear 24 is meshed with the first gear driving gear 27 and is sleeved on the intermediate shaft 22 in an empty mode; the second-gear driven gear 17 is meshed with the second-gear driving gear 9 and is sleeved on the intermediate shaft 22 in a hollow manner; a third-gear driven gear 21 engaged with the third-gear drive gear 28 and idly fitted on the intermediate shaft 22; the four-gear driven gear 19 is meshed with the four-gear driving gear 10 and is sleeved on the intermediate shaft 22 in an idle mode. The first synchronizer 18 is disposed between the second-speed driven gear 17 and the fourth-speed driven gear 19 and fixed to the counter shaft 22, and the first synchronizer 18 is engaged with or disengaged from the second-speed driven gear 17 or the fourth-speed driven gear 19, and gear shifting can be achieved. The second synchronizer 23 is disposed between the first-speed driven gear 24 and the third-speed driven gear 21 and fixed to the counter shaft 22, and the first synchronizer 23 is engaged with or disengaged from the first-speed driven gear 24 or the third-speed driven gear 21, and gear shifting can be achieved. The counter gear 11 is fixedly arranged on the counter shaft 22, and the differential case gear 12 is fixedly arranged on the case of the differential 15 and meshes with the counter gear 11.
The vehicle half shaft (driving shaft) is divided into a left half shaft 16 and a right half shaft 14 which are respectively connected with the output ends at two sides of the differential mechanism 15, so that differential driving of wheels at two sides is realized. The engine 6 and the motor 25 are arranged on two sides of the multi-mode hybrid power transmission device, the engine power output shaft 7 and the motor power output shaft 26 are coaxially arranged, and the three-fourth gear single-sided clutch 29 is used for realizing mutual connection and disconnection. The engine 6 always drives the motor 4 to generate power in the operating state regardless of the on/off state of the separation clutch 8. The power battery 1 is connected with the motor 25 and the generator 4, and the electric energy generated by the passive reverse rotation of the generator 4 and the motor 25 can be stored in the power battery 1; the power cell 1 in turn may power the electric motor 25. Reverse gear of the multi-mode hybrid transmission is achieved by actively reversing first gear with the electric motor 25.
As shown in FIG. 2, the present invention also provides a multi-mode hybrid transmission control method comprising the steps of:
(1) the signal processing of the VCU30 of the vehicle controller: the vehicle control unit VCU30 processes the operating state signals of the engine 6, the electric motor 25, the disconnect clutch 8 and the third-fourth-gear one-sided clutch 29 (determined by the driver);
(2) and (3) mode judgment: the vehicle control unit VCU30 determines the working mode of the vehicle;
(3) mode execution: controlling the working states of the engine 6, the motor 25, the separating clutch 8, the three-fourth gear single-sided clutch 29, the first synchronizer 18 and the second synchronizer 23 according to the working mode selected by the driver to realize the execution of the selected driving work;
the working modes comprise a pure electric motor driving mode, a pure engine driving mode, a series driving mode, a hybrid driving mode, a regeneration recovery mode and a parking power generation mode;
(4) judging and switching the regeneration recovery mode: when the vehicle is in the pure electric motor driving mode, the series driving mode or the hybrid driving mode and the running state is coasting or braking deceleration, the vehicle is switched to the regeneration recovery mode.
When in the electric-only-motor drive mode: the engine 6 is not operated, and the motor 25 is operated; the separation clutch 8 is in a disconnected state, and the third-fourth-gear single-sided clutch 29 is also in a disconnected state; in this case, the vehicle is operated only by the electric motor 25, and in this mode, three-gear states of first gear, third gear and reverse gear can be realized, and the first gear and third gear can be shifted by adjusting the second synchronizer 23. The power transmission route of the pure electric drive mode in the first gear (or the reverse gear) is as follows: an electric motor 25 (the electric motor 25 is actively rotated in reverse), an electric motor power output shaft 26, a first-gear drive gear 27, a first-gear driven gear 24, a second synchronizer 23, an intermediate shaft 22, an intermediate shaft gear 11, a differential case gear 12, a differential 15, left and right half shafts, and left and right wheels. The power transmission route of the pure electric driving mode in the third gear is as follows: the electric motor 25, the electric motor power output shaft 26, the three-gear driving gear 28, the three-gear driven gear 21, the second synchronizer 23, the intermediate shaft 22, the intermediate shaft gear 11, the differential case gear 12, the differential 15, the left and right half shafts, and the left and right wheels.
When in pure engine drive mode: the engine 6 is operated, and the electric motor 25 is not operated; the disconnect clutch 8 is in the on state and the three-fourth speed one-sided clutch 29 is in the off state. The vehicle is now operated with only the engine 6, in which mode two gear states, two and four, can be achieved, and the second and fourth gear can be shifted by adjusting the first synchronizer 18. Part of power output by the engine 6 drives the generator 4 to generate electricity through the engine power output shaft 7, the first gear 5, the electricity generation driving gear 2 and the generator power input shaft 3, and the generated electric energy is stored in the power battery 1. The power transmission route of the pure engine driving mode in the first gear is as follows: the device comprises an engine 6, an engine power output shaft 7, a separating clutch 8, a two-gear driving gear 9, a two-gear driven gear 17, a first synchronizer 18, an intermediate shaft 22, an intermediate shaft gear 11, a differential shell gear 12, a differential 15, left and right half shafts and left and right wheels; the power transmission route of the pure engine driving mode in the fourth gear is as follows: the engine 6, the engine power output shaft 7, the separating clutch 8, the four-gear driving gear 10, the four-gear driven gear 19, the first synchronizer 18, the intermediate shaft 22, the intermediate shaft gear 11, the differential shell gear 12, the differential 15, the left half shaft, the right half shaft and the left wheel.
When in series drive mode: the engine 6 is operated, the electric motor 25 is operated, the separation clutch 8 is in the off state, and the three-fourth-speed one-sided clutch 29 is also in the off state. At this time, the power source for the vehicle operation is only the electric motor 25, but the power output from the engine 6 drives the generator 4 to generate power through the engine power output shaft 7, the first gear 5, the power generation drive gear 2, and the generator power input shaft 3, thereby charging the power battery 1. In this mode, two gear states, first gear and third gear, can be realized, and the first gear and third gear can be switched by adjusting the second synchronizer 23. The power transmission route of the series driving mode in the first gear is as follows: the electric motor 25, the electric motor power output shaft 26, the first gear driving gear 27, the first gear driven gear 24, the second synchronizer 23, the intermediate shaft 22, the intermediate shaft gear 11, the differential case gear 12, the differential 15, the left and right half shafts, and the left and right wheels. The power transmission route of the series driving mode in the third gear is as follows: the electric motor 25, the electric motor power output shaft 26, the three-gear driving gear 28, the three-gear driven gear 21, the second synchronizer 23, the intermediate shaft 22, the intermediate shaft gear 11, the differential case gear 12, the differential 15, the left and right half shafts, and the left and right wheels.
When in hybrid drive mode: the engine 6 is operated, the electric motor 25 is operated, the separation clutch 8 is in the on state, and the three-fourth-speed one-sided clutch 29 is also in the on state. At this time, the power sources for the vehicle operation are the electric motor 25 and the engine 6, and part of the power output by the engine 6 drives the generator 4 to generate electricity through the engine power output shaft 7, the first gear 5, the electricity generation driving gear 2 and the generator power input shaft 3, and the generated electric energy is stored in the power battery 1. Four gear states can be achieved in this mode: first gear, second gear, third gear and fourth gear. The power transmission path in the first gear of the hybrid drive mode is as follows: on one hand, the power generated by the electric motor 25 is transmitted to the first gear driving gear 27 through the electric motor power output shaft 26; on the other hand, the power generated by the engine 6 is transmitted to the first-gear driving gear 27 through the engine power output shaft 7, the separating clutch 8 and the three-four-gear single-sided clutch 29; then, the left wheel and the right wheel are driven to rotate by the first gear driven gear 24, the second synchronizer 23, the intermediate shaft 22, the intermediate shaft gear 11, the differential shell gear 12, the differential 15 and the left half shaft and the right half shaft in sequence. The power transmission path in the second gear of the hybrid drive mode is as follows: on one hand, the power generated by the electric motor 25 is transmitted to the second-gear driving gear 9 through the input shaft 26, the third-fourth-gear single-sided clutch 29 and the engine power output shaft 7; on the other hand, the power generated by the engine 6 is transmitted to the second gear driving gear 9 through the engine power output shaft 7 and the separating clutch 8; then, the left wheel and the right wheel are driven to rotate by the two-gear driven gear 17, the first synchronizer 18, the intermediate shaft 22, the intermediate shaft gear 11, the differential shell gear 12, the differential 15 and the left half shaft and the right half shaft in sequence. The power transmission path of the hybrid drive mode in the third gear is as follows: on one hand, the power generated by the electric motor 25 is transmitted to the third gear driving gear 28 through the electric motor power output shaft 26; on the other hand, the power generated by the engine 6 is transmitted to the third-gear driving gear 28 through the engine power output shaft 7, the separation clutch 8 and the third-fourth-gear single-sided clutch 29; and then the left and right wheels are driven to rotate by the three-gear driven gear 21, the second synchronizer 23, the intermediate shaft 22, the intermediate shaft gear 11, the differential shell gear 12, the differential 15 and the left and right half shafts. The power transmission path in the fourth gear of the hybrid drive mode is as follows: on one hand, the power generated by the electric motor 25 is transmitted to the four-gear driving gear 10 through the electric motor power output shaft 26 and the three-four-gear single-sided clutch 29; on the other hand, the power generated by the engine 6 is transmitted to the four-gear driving gear 10 through the engine power output shaft 7 and the separating clutch 8; and then the left and right wheels are driven to rotate by the four-gear driven gear 19, the first synchronizer 18, the intermediate shaft 22, the intermediate shaft gear 11, the differential shell gear 12, the differential 15 and the left and right half shafts.
When the automobile is in a pure electric motor driving mode, a series driving mode or a hybrid driving mode and the running state is sliding or braking deceleration, the generator 4 can carry out capacity regeneration, convert the kinetic energy of the automobile into electric energy and store the electric energy in the power battery 1, namely a regeneration recovery mode at the moment.
When the automobile is in the parking power generation mode: the vehicle is in a parked state, the engine 6 is operated, the electric motor 25 is not operated, and the disconnect clutch 8 is in a disconnected state. At this time, the power output from the engine 6 drives the generator 4 to operate through the engine power output shaft 7, the first gear 5, the generator drive gear 2, and the generator power input shaft 3, and charges the power battery 1.
While embodiments of the invention have been described above, it is not limited to the applications set forth in the description and the embodiments, which are fully applicable in various fields of endeavor to which the invention pertains, and further modifications may readily be made by those skilled in the art, it being understood that the invention is not limited to the details shown and described herein without departing from the general concept defined by the appended claims and their equivalents.

Claims (10)

1. A multi-mode hybrid transmission, comprising:
an engine that powers a vehicle by burning a fossil fuel;
the second gear mechanism is selectively connected with a power output shaft of the engine;
the four-gear mechanism is selectively connected with a power output shaft of the engine;
an electric motor;
a first gear mechanism connected with a power output shaft of the motor;
a third-gear mechanism connected to a power output shaft of the motor;
wherein, the power output shaft of the motor is selectively connected with the power output shaft of the engine;
the input end of the differential is selectively connected with the first-gear mechanism, the second-gear mechanism, the third-gear mechanism or the fourth-gear mechanism, and the output end of the differential is connected with a driving shaft of an automobile;
a first gear fixedly mounted on a power output shaft of the engine;
a generator;
the second gear is fixedly arranged on a power input shaft of the generator and is in meshed transmission with the first gear;
a power battery that stores electric energy provided by the generator and supplies power to the motor.
2. The multi-mode hybrid transmission of claim 1, further comprising:
an intermediate shaft;
the third gear is fixedly arranged on the intermediate shaft;
a fourth gear fixedly mounted on the differential case and in meshed transmission with the third gear;
the intermediate shaft is selectively connected with the first-gear mechanism, the second-gear mechanism, the third-gear mechanism or the fourth-gear mechanism.
3. The multi-mode hybrid transmission of claim 2,
the first gear mechanism comprises a first gear driving gear and a first gear driven gear;
the first-gear driving gear is fixedly arranged on an output shaft of the motor; the first-gear driven gear is selectively connected with the intermediate shaft and is in meshed transmission with the first-gear driving gear;
the three-gear mechanism comprises a three-gear driving gear and a three-gear driven gear;
the three-gear driving gear is fixedly arranged on an output shaft of the motor; the three-gear driven gear is selectively connected with the intermediate shaft and is in meshed transmission with the three-gear driving gear.
4. The multi-mode hybrid transmission of claim 2 or 3, further comprising:
the two-gear and four-gear shaft is coaxially arranged with a power output shaft of the engine and an output shaft of the motor;
a first clutch provided between the power output shafts of the engine and between the two-and four-speed gear shafts;
the second gear mechanism comprises a second driving gear and a second driven gear; the four-gear mechanism comprises a four-gear driving gear and a four-gear driven gear;
gear shafts of the second-gear driving gear and the fourth-gear driving gear are respectively and fixedly arranged on the two-fourth-gear shaft;
the second-gear driven gear is selectively connected with the intermediate shaft and is in meshed transmission with the second-gear driving gear;
the four-gear driven gear is selectively connected with the intermediate shaft and is in meshed transmission with the four-gear driving gear.
5. The multi-mode hybrid transmission of claim 4, further comprising:
a second clutch provided between a power output shaft of the motor and the two-four-speed gear shaft.
6. The multi-mode hybrid transmission of claim 5, further comprising:
a first synchronizer fixedly mounted on the intermediate shaft;
the second-gear driven gear is sleeved on the intermediate shaft in a hollow manner, and the first synchronizer is selectively combined with or separated from the second-gear driven gear; the fourth-gear driven gear is sleeved on the intermediate shaft, and the first synchronizer is selectively combined with or separated from the fourth-gear driven gear.
7. The multi-mode hybrid transmission of claim 6, further comprising:
a second synchronizer fixedly mounted on the intermediate shaft;
wherein the first-gear driven gear is freely sleeved on the intermediate shaft, and the second synchronizer is selectively combined with or separated from the first-gear driven gear; the third-gear driven gear is sleeved on the intermediate shaft, and the second synchronizer is selectively combined with or separated from the third-gear driven gear.
8. A control method of a multi-mode hybrid transmission, for controlling the multi-mode hybrid transmission according to any one of claims 1 to 7, comprising the steps of:
the method comprises the following steps that firstly, a vehicle control unit acquires working state signals of an engine, a motor, a first clutch and a second clutch, and determines the working mode of the multi-mode hybrid power transmission device;
secondly, the vehicle control unit controls the working states of the engine, the motor, the generator, the first clutch, the second clutch, the first synchronizer and the second synchronizer according to the working mode to realize the execution of the selected working mode;
wherein, the working mode includes: the hybrid drive system comprises a pure electric motor drive mode, a pure engine drive mode, a series drive mode, a hybrid drive mode, a regeneration recovery mode and a parking power generation mode.
9. The control method of a multi-mode hybrid transmission of claim 8, further comprising:
when the vehicle is in the electric-only driving mode, the series driving mode or the hybrid driving mode and the vehicle state is coasting or braking deceleration, the vehicle is switched to the regeneration recovery mode.
10. The control method of a multi-mode hybrid transmission of claim 9, wherein when the multi-mode hybrid transmission is in a hybrid drive mode:
the engine and the motor work, and the first clutch and the second clutch are connected; the power sources for running the vehicle are the electric motor and the engine, the engine drives the generator to generate electricity, and the generated electric energy is stored in the power battery;
the gear switching of the first gear, the second gear, the third gear and the fourth gear is realized by controlling the working states of the first synchronizer and the second synchronizer; and
when the multi-mode hybrid transmission is in series-drive mode:
the engine and the motor work, the first clutch and the second clutch are disconnected, the motor serves as a power source for vehicle operation, and the engine drives the generator to generate power to charge the power battery.
CN202011160717.4A 2020-10-27 2020-10-27 Multi-mode hybrid power transmission device and control method thereof Pending CN112248790A (en)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113022295A (en) * 2021-03-30 2021-06-25 奇瑞汽车股份有限公司 Hybrid powertrain system and control method

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113022295A (en) * 2021-03-30 2021-06-25 奇瑞汽车股份有限公司 Hybrid powertrain system and control method

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