CN112590530A - Dual-motor hybrid power driving device and vehicle with same - Google Patents
Dual-motor hybrid power driving device and vehicle with same Download PDFInfo
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- CN112590530A CN112590530A CN202011399266.XA CN202011399266A CN112590530A CN 112590530 A CN112590530 A CN 112590530A CN 202011399266 A CN202011399266 A CN 202011399266A CN 112590530 A CN112590530 A CN 112590530A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
- B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/44—Series-parallel type
- B60K6/442—Series-parallel switching type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/44—Series-parallel type
- B60K6/445—Differential gearing distribution type
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles
Abstract
The invention provides a double-motor hybrid power driving device which comprises a speed changer, a first motor, a second motor and an engine, wherein the speed changer comprises an input shaft and a transmission device, the input shaft comprises an input end and an output end, and the transmission device is connected with the output end of the input shaft; the output shaft of the first motor is connected with the input end of the input shaft through a first transmission assembly, and the output shaft of the second motor is connected with the output end of the input shaft through a second transmission assembly and can transmit power to the automobile wheels through the transmission device; the output end of the engine is connected with the input shaft through a clutch, and the clutch is located between the first motor and the engine. The hybrid power driving device adopts the double motors P2 and P3, so that the motors can more accurately run in a power range and run in a high-efficiency area for a long time, the transmission efficiency is high, the energy consumption is low, the structure is compact, the carrying of the whole vehicle is facilitated, and the cost advantage is obvious.
Description
Technical Field
The invention relates to the field of hybrid electric vehicles, in particular to a double-motor hybrid power driving device and a vehicle with the same.
Background
A hybrid electric vehicle is a vehicle that uses multiple energy sources, typically a conventional engine (ICE) using liquid fuel and an electric motor driven vehicle using electric energy, such that the hybrid vehicle can operate in multiple drive modes, however, because of the limited battery capacity, the driven vehicle relies primarily on engine combustion to provide power.
The hybrid power structure at the present stage mostly adopts a P2 hybrid mode, namely, a motor is arranged on an input shaft of a transmission, the hybrid power system can execute operation modes of independently driving an engine, independently driving a 2/4/6/R gear by the motor, simultaneously driving a 2/4/6/R gear by the engine and the motor, braking and charging the motor and the like, although the driving pleasure of the traditional vehicle is kept, the hybrid transmission system is mainly based on the current mature dual-clutch transmission technology and motor control technology, and has the defects of high research and development manufacturing cost, large technical difficulty, various parts, complex structure, large mass, large volume, inconvenient carrying, incapability of charging a battery by the motor during engine driving and the like.
In summary, it is necessary to design a dual-motor hybrid driving apparatus and a vehicle having the same to solve the above problems of the conventional hybrid technology.
Disclosure of Invention
The invention aims to solve the technical problems in the prior art, provides a transmission scheme applied to a special hybrid transmission, and particularly designs a double-motor hybrid driving device, wherein the power performance of the P2/P3 double-motor hybrid special transmission is equivalent to that of a traditional hybrid 7-speed double clutch, and the double-motor hybrid driving device has the advantages of more compact structure, light weight, small size, contribution to carrying of a whole vehicle, higher transmission efficiency, capability of enabling an engine to run more accurately in a power range, realization of ultralow energy consumption, obvious cost advantage and capability of effectively solving the problems in the traditional hybrid technology.
In order to solve the technical problems in the background technology, the invention adopts the technical scheme that: provides a dual-motor hybrid power driving device, which comprises a speed changer, a first motor, a second motor and an engine,
the variator comprising a variator input shaft comprising an input and an output, and a gearing connected with the output,
the output shaft of the first motor is connected with the input end of the transmission input shaft through a first transmission assembly, and can transmit power to the wheels of the automobile through the transmission device;
the output shaft of the second motor is connected with the output end of the transmission input shaft through a second transmission assembly, and power can be transmitted to the automobile wheels through the transmission device;
an output shaft of the engine is connected with the transmission input shaft through a clutch, and the clutch is located between the first motor and the engine.
The dual-motor hybrid power driving device adopts the engine, the first motor and the second motor as power sources of a transmission system, and the first motor is connected in parallel with the input end (P2 position) of the transmission, the second motor is connected in parallel with the motor position arrangement of the output end (P3 position) of the transmission, and the first motor and the second motor are used for adjusting the torque and the rotating speed, so that the engine can run more accurately in a power range and can run in a higher-efficiency interval for a long time, thereby improving the working efficiency, increasing the vehicle dynamic property and reducing the oil consumption of the whole vehicle Multiple functions such as energy recovery, the function of mixing motion is complete, simple structure, low in manufacturing cost.
Further, the transmission input shaft the output shaft of first motor with the output shaft of second motor parallels, adopts above-mentioned triaxial parallel arrangement, can effectively reduce whole car axial dimension, constitutes compacter mutually, and light in weight, small is favorable to whole car to carry on, can cover the carrying of A/B platform vehicle and arrange the requirement.
Further, the first motor and the second motor are high voltage motors.
Further, the transmission is a hybrid dedicated transmission (DHT).
Furthermore, the first transmission assembly comprises a first driving gear and a first driven gear, the first driven gear is fixedly arranged on the output shaft of the first motor, the first driving gear is fixedly arranged on the input shaft of the transmission, and the first driven gear is meshed with the first driving gear. Through set up above-mentioned transmission assembly including a pair of drive gear between the engine with the first motor, set up the velocity ratio promptly between the engine with the first motor, can to the first motor with the high-efficient interval of engine is unified to make full use of the high-efficient interval of first motor effectively improves system work efficiency.
Further, the transmission comprises a gear shifting assembly and an intermediate shaft, the gear shifting assembly comprises a gear driving gear and a synchronizer, the gear driving gear is arranged on the transmission input shaft in an idle supporting mode, the gear driven gear is fixedly arranged on the intermediate shaft and meshed with the gear driving gear, the synchronizer is arranged on the transmission input shaft and used for being selectively engaged with the gear driving gear, and the intermediate shaft is connected with the transmission device.
Furthermore, the number of the gear gears is one group, and the gear gears comprise an engine gear driving gear and an engine gear driven gear, the engine gear driving gear is arranged on the transmission input shaft in an idle supporting mode, the engine gear driven gear is fixedly arranged on the intermediate shaft, the engine gear driving gear is meshed with the engine gear driven gear, and the synchronizer is arranged on the transmission input shaft and is used for being selectively connected with the engine gear driving gear.
Further, the number of the gear gears is two, and the two gear gears include a first gear driving gear, a first gear driven gear, a second gear driving gear and a second gear driven gear, the first gear driving gear and the second gear driving gear are arranged on the transmission input shaft in an idle supporting mode, the first gear driven gear and the second gear driven gear are fixedly arranged on the intermediate shaft, the first gear driven gear is meshed with the first gear driving gear, the second gear driven gear is meshed with the second gear driving gear, and the synchronizer is arranged between the first gear driving gear and the second gear driving gear and is used for being selectively meshed with the first gear driving gear or the second gear driving gear. Through setting up two gears, optimize the oil consumption and the power performance of vehicle.
Further, the second transmission assembly comprises a second driving gear, the second driving gear is arranged on the output shaft of the second motor, and the second driving gear is meshed with the gear driven gear.
Further, the second driving gear is fixedly arranged on the output shaft of the second motor.
Further, a disconnecting device is arranged between the second motor and the output end, and the second motor can be selectively disconnected when the high-speed engine directly drives, so that motor dragging loss is reduced.
Further, the disengaging gear is a synchronizer, the second driving gear is arranged on the output shaft of the second motor in an idle supporting mode, and the disengaging gear is arranged on the output shaft of the second motor and used for being selectively engaged with the second driving gear.
Further, the transmission device comprises a differential main reduction gear and a differential, the differential main reduction gear is fixedly arranged on the intermediate shaft, and the differential main reduction gear transmits power to the automobile wheels through the differential.
The invention also provides a vehicle which comprises the dual-motor hybrid power driving device.
By adopting the technical scheme, the double-motor hybrid power driving device has the following beneficial effects:
(1) according to the invention, the two high-voltage motors are respectively positioned at the positions P2 and P3 of the transmission system, and the motors P2 and P3 are used for adjusting the torque and the rotating speed, so that the engine can run in a high-efficiency interval in a long time, the oil consumption of the whole vehicle is reduced, the structure is simple, and the process realizability is strong.
(2) According to the invention, a switching clutch is added between the engine and the P2 motor, the engine and the P2 motor are connected or disconnected through the clutch, a synchronizer in a gear shifting assembly can realize two gears or one gear of the engine, when the engine and the P2 motor are disconnected through the clutch and the synchronizer is in a neutral gear, idle charging can be realized, the storage battery is charged at the stage of the optimal working efficiency of the engine, and the P3 motor can independently drive the vehicle. The hybrid power system can realize multiple functions of hybrid power idling charging, driving charging, a series mode, a parallel mode, an engine direct-drive mode, energy recovery and the like by using fewer structural elements, and has the advantages of complete hybrid functions and obvious cost advantage.
(3) The invention can adopt a one-speed or two-speed hybrid special transmission according to different vehicle platforms, and the engine input shaft, the P2 motor shaft and the P3 motor shaft are arranged in parallel, so that the structure is more compact, the axial size of the whole vehicle can be effectively reduced, the vehicle carrying arrangement requirements of various platforms can be met, the vehicle carrying is facilitated, the weight is light, the size is small, and the manufacturing cost is low.
(4) The invention can flexibly adapt to the batteries of the whole vehicles with different capacities by adjusting the motor powers of the two motors, can be compatible to PHEV and HEV, and can optimize the system cost by reducing the battery capacity, the motor power and the current of the motor controller for the vehicle type with sensitive cost of the whole vehicle, and has better compatibility and flexibility.
Drawings
In order to more clearly illustrate the technical solution of the present invention, the drawings needed for the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings without creative efforts.
FIG. 1 is a schematic diagram of a first configuration of a dual-motor hybrid drive unit according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of a second structure of the dual-motor hybrid driving apparatus according to the embodiment of the present invention;
FIG. 3 is a schematic diagram of a third structure of the dual-motor hybrid driving apparatus according to the embodiment of the present invention;
FIG. 4 is a schematic diagram of a fourth configuration of the dual-motor hybrid driving apparatus according to the embodiment of the present invention;
wherein the reference numerals in the figures correspond to: 100-engine, 101-engine output shaft, 102-clutch, 103-first driving gear, 104-first driven gear, 105-first motor output shaft, 106-first gear driving gear, 1061-engine gear driving gear, 107-synchronizer, 108-second gear driving gear, 109-first motor, 200-second gear driven gear, 201-second motor, 202-disengaging gear, 203-second driving gear, 204-second motor output shaft, 205-first gear driven gear, 2051-engine gear driven gear, 206-differential, 207-differential main reduction gear, 208-intermediate shaft, 209-transmission input shaft.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Example (b):
the embodiment provides a transmission scheme applied to a special hybrid transmission, and particularly designs a dual-motor hybrid driving device, wherein an engine and two high-voltage motors are used as power sources of a transmission system, as shown in fig. 1, the dual-motor hybrid driving device comprises a transmission, a first motor 109, a second motor 201 and an engine 100, the transmission comprises a transmission input shaft 209 and a transmission device, the transmission input shaft 209 comprises an input end and an output end, and the transmission device is connected with the output end; an output shaft of the first motor 109 is connected with an input end of the transmission input shaft 209 through a first transmission assembly and can transmit power to vehicle wheels through the transmission device, and an output shaft of the second motor 201 is connected with an output end of the transmission input shaft 209 through a second transmission assembly and can transmit power to the vehicle wheels through the transmission device; the engine output shaft 101 of the engine 100 is connected to the transmission input shaft 209 via a clutch 102, and the clutch 102 is located between the first electric motor 109 and the engine 100.
Aiming at the problem that the motors of the conventional P2.5 double-clutch hybrid transmission cannot drive all gears and cannot meet the requirements on power performance and economy, the double-motor hybrid driving device of the embodiment uses the two high-voltage motors to adjust torque and rotating speed by respectively connecting the two high-voltage motors in parallel to the input end (P2 position) and the output end (P3 position) of the transmission, compensates and assists the engine 100, so that the engine 100 can run more accurately in a power range and can run in an interval with higher efficiency for a long time, thereby improving the working efficiency, increasing the power performance of the vehicle and reducing the oil consumption of the whole vehicle, and the double-motor hybrid driving device has a simple structure and strong process realizability. The power performance of the P2/P3 double-motor hybrid special transmission (DHT) is equivalent to or even better than that of the traditional hybrid 7-speed double clutch 102, and the structure is more compact and simple, the weight is light, the size is small, the whole vehicle carrying is facilitated, and the manufacturing cost is low.
Preferably, in this embodiment, the transmission input shaft 209, the first motor output shaft 105 and the second motor output shaft 204 are parallel, and the three shafts are arranged in parallel, so that the axial size of the whole vehicle can be effectively reduced, the structure is more compact, the weight is light, the size is small, the whole vehicle carrying is facilitated, and the carrying arrangement requirement of an a/B platform vehicle can be met.
The transmission comprises a gear shift assembly and an intermediate shaft 208, the gear shift assembly comprises a gear driving gear arranged on the transmission input shaft 209 in an idle supporting manner and a gear driven gear fixedly arranged on the intermediate shaft 208, the gear driven gear is meshed with the gear driving gear, and the synchronizer 107 is arranged on the transmission input shaft 209 and is used for being selectively engaged with the gear driving gear. The intermediate shaft 208 is connected to the transmission device, which includes a differential final gear 207 and a differential 206, the differential final gear 207 is fixedly disposed on the intermediate shaft 208, and the differential final gear 207 transmits power to the wheels of the vehicle through the differential 206.
Preferably, in the present embodiment, in order to optimize the fuel consumption and the power performance of the vehicle, two gears are provided for the engine 100, that is, the number of the gear gears is two, and the gear gears include a first gear driving gear 106, a first gear driven gear 205, a second gear driving gear 108 and a second gear driven gear 200, the first gear driving gear 106 and the second gear driving gear 108 are mounted on the transmission input shaft 209 in an idle support manner, the first-speed driven gear 205 and the second-speed driven gear 200 are fixedly provided on the intermediate shaft 208, the first-speed driven gear 205 is engaged with the first-speed driving gear 106, the second-speed driven gear 200 is engaged with the second-speed driving gear 108, the synchronizer 107 is disposed between the first gear driving gear 106 and the second gear driving gear 108, for selectively engaging with the first gear drive gear 106 or the second gear drive gear 108.
The first transmission assembly includes a first driving gear 103 and a first driven gear 104, the first driven gear 104 is fixedly disposed on the first motor output shaft 105, the first driving gear 103 is fixedly disposed on the transmission input shaft 209, and the first driven gear 104 is engaged with the first driving gear 103. The power of the first motor 109 is transmitted to the wheels of the vehicle through the first motor output shaft 105, the first driven gear 104, the first driving gear 103, the transmission input shaft 209, the gear driving gear, the gear driven gear, the intermediate shaft 208, the differential main reduction gear 207, and the differential 206. By arranging the transmission assembly including the pair of transmission gears between the engine 100 and the first motor 109, that is, by arranging a speed ratio between the engine 100 and the first motor 109, the high-efficiency regions of the first motor 109 and the engine 100 can be unified, so that the high-efficiency region of the first motor 109 is fully utilized, and the system working efficiency is effectively improved.
The second transmission assembly includes a second driving gear 203, the second driving gear 203 is disposed on the second motor output shaft 204, and the second driving gear 203 is engaged with the second-gear driven gear 200. The power of the second motor 201 is transmitted to the wheels of the automobile through a second motor output shaft 204, a second driving gear 203, a second-gear driven gear 200, an intermediate shaft 208, a differential main reduction gear 207 and a differential 206.
Preferably, a disconnecting device 202 is arranged between the second motor 201 and the output end, and the second motor 201 can be selectively disconnected when the high-speed engine 100 is directly driven, so that the motor dragging loss is reduced. In this embodiment, the disengagement device 202 is a synchronizer, the second driving gear 203 is disposed on the second motor output shaft 204 in an idle supporting manner, and the disengagement device 202 is disposed on the second motor output shaft 204 and is configured to be selectively engaged with the second driving gear 203.
TABLE 1 control relationship between various operating modes of a drive device and control means
The above-mentioned dual-motor hybrid driving apparatus as shown in fig. 1 has 6 operation modes, which are pure electric drive, series drive, parallel drive, engine direct drive first gear, engine direct drive second gear and braking energy recovery, respectively, and the driving principle of each operation mode, i.e. the control relationship between the operation mode and the control component is shown in table 1 above, where x represents a disconnected state, v represents a connected state, P2 represents the first motor 109, P3 represents the second motor 201, S1 represents the synchronizer 107 in the transmission, and S2 represents the disengagement device 202 of the second motor 201.
When the pure electric drive working mode is adopted, the clutch 102 is in a disconnected state, the engine 100 does not work, the disconnecting device 202 is in a connected state, the P3 motor works and outputs power, at the moment, the P2 motor can work or do not work according to the power requirement of the whole vehicle and the discharge capacity of a battery, when the P2 motor works, the synchronizer 107 is connected with the gear driving gear, the power of the P2 motor is superposed with the power of the P3 motor through the transmission input shaft 209, the gear driving gear and the gear driven gear, the power is transmitted to wheels through the transmission device, and the vehicle is driven to advance together. Preferably, in the working mode, the P2 motor may not be operated, and when the P2 motor is not operated, the synchronizer 107 is in a disconnected state, and only the P3 motor is operated to output power to drive the vehicle alone. And because there are two electrical machines as the power source under the pure electric drive mode, therefore can choose the electrical machine with smaller power, reduce manufacturing cost.
When a series driving working mode is adopted, the engine 100, the P2 motor and the P3 motor work, the clutch 102 and the synchronizer 107 are in a disconnected state, the disconnecting device 202 is in a connected state, at the moment, the vehicle is in an idle state, the engine 100 drives the P1 motor to generate electricity, the energy storage device is charged by utilizing the optimal working efficiency stage of the engine 100, the idle charging of the vehicle is realized, or the engine 100 drives the P1 motor to generate electricity and directly provides the electricity to the P3 motor through an electric connection line, the energy storage device outputs the electricity to the P3 motor according to the control requirement, and the P3 motor provides power required by the forward motion for the vehicle.
When adopting parallel drive mode, clutch 102 synchronizer 107 with disengagement device 202 all is in connected state, engine 100 with the work of P3 motor, the P2 motor can be in different operating condition according to whole car operation needs, if the energy memory electric quantity is sufficient, and whole car has great power take off demand, the work of P2 motor is then driven the vehicle by engine 100, P2 motor and P3 motor jointly, the power of P2 motor passes through derailleur input shaft 209 with the power stack of engine 100, the power of engine 100 passes through derailleur input shaft 209, gear driving gear, gear driven gear, jackshaft 208, differential main reduction gear 207 and differential 206 and transmits to the auto wheel, and the power of P3 motor passes through second motor output shaft 204, second driving gear 203, second gear driven gear 200, The intermediate shaft 208, the differential final gear 207, and the differential 206 transmit power to the wheels of the vehicle. If the electric quantity of the energy storage device is low and the power of the engine is surplus, the P2 motor can be in a power generation state to charge the energy storage device at the moment or can be directly supplied to the P3 motor through an electric connection line. Of course, the P2 motor may also be in a non-operational state.
When the engine direct-drive first-gear working mode is adopted, the clutch 102 is in a connected state, the engine 100 works, the disconnecting device 202 is in a disconnected state, the P3 motor does not work, the synchronizer 107 is connected with the right first-gear driving gear 106, and the power of the engine 100 is transmitted to the automobile wheels through the transmission input shaft 209, the first-gear driving gear 106, the first-gear driven gear 205, the intermediate shaft 208, the differential main reduction gear 207 and the differential 206. At this time, the P2 motor may be selectively operated or not operated according to the operation condition requirement, and when the power of the engine 100 is surplus, the P2 motor may be in a power generation state to charge the energy storage device.
When the engine direct-drive second-gear working mode is adopted, the clutch 102 is in a connected state, the engine 100 works, the disconnecting device 202 is in a disconnected state, the P3 motor does not work, the synchronizer 107 is connected with the second-gear driving gear 108 on the left side, and the power of the engine 100 is transmitted to the automobile wheels through the transmission input shaft 209, the second-gear driving gear 108, the second-gear driven gear 200, the intermediate shaft 208, the differential main reduction gear 207 and the differential 206. At this time, the P2 motor may also be selectively operated or not operated according to the operation condition requirements, and when the power of the engine 100 is surplus, the P2 motor may be in a power generation state to charge an energy storage device.
When a braking energy working mode is adopted, the clutch 102 and the synchronizer 107 are in a disconnected state, the engine 100 and the P2 motor do not work, the disconnecting device 202 is in a connected state, only the P3 motor works to recover the power of wheels, and the P3 motor is in a power generation state to charge the energy storage device. And the energy consumption of the whole vehicle is saved by recovering the braking energy.
In the dual-motor hybrid driving device of the embodiment, the first motor 109 is connected in parallel with the input end (position P2, so the first motor is referred to as the P2 motor) of the transmission, the second motor 201 is connected in parallel with the output end (position P3, so the second motor is referred to as the P3 motor), the switching clutch 102 is added between the engine 100 and the P2 motor, the engine 100 and the P2 motor are connected or disconnected through the clutch 102, the synchronizer 107 in the shifting assembly can realize two gears or one gear of the engine 100, when the engine 100 and the P2 motor are disconnected through the clutch 102 and the synchronizer 107 is in neutral, idle charging can be realized, the storage battery is charged at the stage of the optimal operating efficiency of the engine 100, and the P3 motor can drive the vehicle independently. By adopting the structural arrangement, the engine 100, the P2 motor, the P3 motor and the gears can be regulated and controlled through the clutch 102, the synchronizer 107 and the disengaging device 202 according to working condition requirements, multiple functions such as hybrid idling charging, driving charging, series mode, parallel mode, engine direct-drive mode, energy recovery and the like can be realized by using fewer structural elements, the hybrid functions are complete, and the cost advantage is obvious. The driving device can also flexibly adapt to the whole vehicle batteries with different capacities by adjusting the motor powers of the two motors, can be compatible with PHEV and HEV, and can optimize the system cost by reducing the battery capacity, the motor power and the current of the motor controller for the vehicle type with sensitive whole vehicle cost, so that the compatibility and the flexibility are better.
The present embodiment further provides a dual-motor hybrid driving apparatus as shown in fig. 2, which has a structure substantially the same as that of the dual-motor hybrid driving apparatus shown in fig. 1, except that the second motor 201 is omitted with the disengagement device 202, and the second driving gear 203 of the second transmission assembly is directly and fixedly disposed on the second motor output shaft 204.
The above-described dual-motor hybrid drive apparatus shown in fig. 2 has 6 operation modes, which are pure electric drive, series drive, parallel drive, engine direct drive first gear, engine direct drive second gear, and braking energy recovery, respectively, and the driving principle of each operation mode, i.e., the control relationship between the operation mode and the control part, is shown in table 2 below, where x represents a disconnected state and v represents a connected state.
TABLE 2 control relationship between the respective operating modes of the drive and the control means
The second motor 201 and the output end are not provided with a disconnecting device 202 therebetween, that is, the second motor 201 and the output end are always connected and are not changed according to the operating mode of the driving device. In addition, the relationship between each operation mode and the control component in table 2 is the same as that in table 1, i.e. the same driving manner is adopted, and is not described herein again.
In a possible embodiment, a hybrid transmission with one or two speeds can be used according to different vehicle platforms. Preferably, the present embodiment further provides a dual-motor hybrid driving apparatus as shown in fig. 3, which has a structure substantially the same as that of the dual-motor hybrid driving apparatus shown in fig. 1, except that only one gear is provided for the engine 100, that is, the number of the gears is one, and the dual-motor hybrid driving apparatus includes an engine gear driving gear 1061 and an engine gear driven gear 2051, the engine gear driving gear 1061 is disposed on the transmission input shaft 209 in an idle supporting manner, the engine gear driven gear 2051 is fixedly disposed on the intermediate shaft 208, the engine gear driving gear 1061 is engaged with the engine gear driven gear 2051, and the synchronizer 107 is disposed on the transmission input shaft 209 and is configured to be selectively engaged with the engine gear driving gear 1061.
The above-described two-motor hybrid drive apparatus shown in fig. 3 has 5 operation modes, i.e., pure electric drive, series drive, parallel drive, direct drive of engine 100, and recovery of braking energy, and the drive principle of each operation mode, i.e., the control relationship between the operation mode and the control means, is shown in table 3 below, where x represents a disconnected state and v represents a connected state.
TABLE 3 control relationship between the respective operating modes of the drive and the control means
The engine 100 is provided with only one gear, when an engine direct drive gear working mode is adopted, the clutch 102 is in a connected state, the engine 100 works, the disconnecting device 202 is in a disconnected state, the P3 motor does not work, the synchronizer 107 is engaged with the engine gear driving gear 1061 on the right side, and the power of the engine 100 is transmitted to the automobile wheels through the transmission input shaft 209, the engine gear driving gear 1061, the engine gear driven gear 2051, the intermediate shaft 208, the differential main reduction gear 207 and the differential 206. At this time, the P2 motor may be selectively operated or not operated according to the operation condition requirement, and when the power of the engine 100 is surplus, the P2 motor may be in a power generation state to charge the energy storage device.
The gear gears include an engine gear driving gear 1061 and an engine gear driven gear 2051, and the second driving gear 203 of the second transmission assembly is engaged with the engine gear driven gear 2051, so that when the P3 motor works and outputs power, the power is transmitted to the wheels of the vehicle through the second motor output shaft 204, the second driving gear 203, the engine gear driven gear 2051, the intermediate shaft 208, the differential main reduction gear 207 and the differential 206.
In addition, the relationships between the pure electric drive, the series drive, the parallel drive, the braking energy recovery operation mode and the control component in table 3 are all the same as those in table 1, that is, the same drive mode is adopted, and details are not repeated here.
The present embodiment further provides a dual-motor hybrid driving apparatus as shown in fig. 4, which has a structure substantially the same as that of the dual-motor hybrid driving apparatus shown in fig. 3, except that the second motor 201 lacks the disengagement device 202, the second driving gear 203 of the second transmission assembly is directly fixed to the second motor output shaft 204, and the second driving gear 203 is engaged with the engine-speed driven gear 2051.
The above-described dual-motor hybrid drive apparatus shown in fig. 4 has 5 operation modes, i.e., pure electric drive, series drive, parallel drive, direct engine drive shift, and braking energy recovery, respectively, and the driving principle of each operation mode, i.e., the control relationship between the operation mode and the control means, is shown in table 4 below, where x represents a disconnected state and v represents a connected state.
TABLE 4 control relationship between the respective operating modes of the drive and the control means
The second motor 201 and the output end are not provided with a disconnecting device 202 therebetween, that is, the second motor 201 and the output end are always connected and are not changed according to the operating mode of the driving device. Otherwise, the relationship between each operation mode and the control component in table 4 is the same as that in table 3, i.e. the same driving manner is adopted, and will not be described herein again.
The embodiment also provides a vehicle comprising the dual-motor hybrid driving device. The vehicle can adopt the double-motor hybrid power driving device with one gear or two gears according to the whole vehicle platform, can flexibly adapt to whole vehicle batteries with different capacities by adjusting the motor powers of two motors in the double-motor hybrid power driving device, can be compatible with PHEV and HEV, can optimize the system cost by reducing the battery capacity, the motor power and the current of a motor controller for the vehicle type with sensitive whole vehicle cost, and effectively reduces the manufacturing cost of the whole vehicle.
While the invention has been described with reference to a preferred embodiment, it will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention.
Claims (10)
1. The utility model provides a bi-motor hybrid drive device which characterized in that: comprises a transmission, a first motor (109), a second motor (201) and an engine (100),
the variator comprises a variator input shaft (209) and a gearing arrangement, the variator input shaft (209) comprising an input and an output, the gearing arrangement being connected to the output;
the output shaft of the first motor (109) is connected with the input end of the transmission input shaft (209) through a first transmission assembly, and can transmit power to the wheels of the automobile through the transmission device;
the output shaft of the second motor (201) is connected with the output end of the transmission input shaft (209) through a second transmission assembly, and power can be transmitted to the wheels of the automobile through the transmission device;
an output shaft of the engine (100) is connected to the transmission input shaft (209) through a clutch (102), the clutch (102) being located between the first electric machine (109) and the engine (100).
2. The two-motor hybrid drive device according to claim 1, characterized in that: the transmission input shaft (209), the output shaft of the first motor (109) and the output shaft of the second motor (201) are parallel.
3. The two-motor hybrid drive device according to claim 1, characterized in that: the first transmission assembly comprises a first driving gear (103) and a first driven gear (104), the first driven gear (104) is fixedly arranged on an output shaft of the first motor (109), the first driving gear (103) is fixedly arranged on the transmission input shaft (209), and the first driven gear (104) is meshed with the first driving gear (103).
4. The two-motor hybrid drive device according to claim 1, characterized in that: a disengaging device (202) is arranged between the second motor (201) and the output end.
5. The two-motor hybrid drive device according to claim 1, characterized in that: the transmission comprises a gear shifting assembly and an intermediate shaft (208), the gear shifting assembly comprises a gear driving gear and a synchronizer (107), the gear driving gear comprises a gear driving gear arranged on the transmission input shaft (209) in an idle supporting mode, and a gear driven gear fixedly arranged on the intermediate shaft (208) is meshed with the gear driving gear, the synchronizer (107) is arranged on the transmission input shaft (209) and is used for being selectively engaged with the gear driving gear, and the intermediate shaft (208) is connected with a transmission device to transmit power to automobile wheels through the transmission device.
6. The dual-motor hybrid drive device according to claim 5, characterized in that: the gear number is a group, and the gear number comprises an engine gear driving gear (1061) and an engine gear driven gear (2051), the engine gear driving gear (1061) is arranged on the transmission input shaft (209) in an idle supporting manner, the engine gear driven gear (2051) is fixedly arranged on the intermediate shaft (208), the engine gear driving gear (1061) is meshed with the engine gear driven gear (2051), and the synchronizer (107) is arranged on the transmission input shaft (209) and is used for being selectively engaged with the engine gear driving gear (1061).
7. The dual-motor hybrid drive device according to claim 5, characterized in that: the number of the gear gears is two, the gear gears comprise a first gear driving gear (106), a first gear driven gear (205), a second gear driving gear (108) and a second gear driven gear (200), the first gear driving gear (106) and the second gear driving gear (108) are arranged on the transmission input shaft (209) in an idle supporting mode, the first-gear driven gear (205) and the second-gear driven gear (200) are fixedly arranged on the intermediate shaft (208), the first-gear driven gear (205) is meshed with the first-gear driving gear (106), the second-gear driven gear (200) is meshed with the second-gear driving gear (108), the synchronizer (107) is arranged between the first gear driving gear (106) and the second gear driving gear (108), for selectively engaging with the first gear drive gear (106) or the second gear drive gear (108).
8. The dual-motor hybrid drive device according to claim 5, characterized in that: the second transmission assembly comprises a second driving gear (203), the second driving gear (203) is arranged on an output shaft of the second motor (201), and the second driving gear (203) is meshed with the gear driven gear.
9. The dual-motor hybrid drive device according to claim 5, characterized in that: the transmission device comprises a differential main reduction gear (207) and a differential (206), wherein the differential main reduction gear (207) is fixedly arranged on the intermediate shaft (208), and the differential main reduction gear (207) transmits power to wheels of an automobile through the differential (206).
10. A vehicle, characterized in that: the vehicle includes the two-motor hybrid drive device of any one of claims 1 to 9.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
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| CN202011399266.XA CN112590530A (en) | 2020-12-04 | 2020-12-04 | Dual-motor hybrid power driving device and vehicle with same |
| PCT/CN2021/129837 WO2022116787A2 (en) | 2020-12-04 | 2021-11-10 | Dual-motor hybrid power drive apparatus and vehicle having same |
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| CN202011399266.XA CN112590530A (en) | 2020-12-04 | 2020-12-04 | Dual-motor hybrid power driving device and vehicle with same |
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| CN112590530A true CN112590530A (en) | 2021-04-02 |
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| CN202011399266.XA Pending CN112590530A (en) | 2020-12-04 | 2020-12-04 | Dual-motor hybrid power driving device and vehicle with same |
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| WO (1) | WO2022116787A2 (en) |
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| WO2022116787A3 (en) * | 2020-12-04 | 2022-10-20 | 浙江吉利控股集团有限公司 | Dual-motor hybrid power drive apparatus and vehicle having same |
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Also Published As
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| WO2022116787A3 (en) | 2022-10-20 |
| WO2022116787A2 (en) | 2022-06-09 |
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Application publication date: 20210402 |