CN112744065A - Hybrid power system and vehicle with same - Google Patents

Hybrid power system and vehicle with same Download PDF

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Publication number
CN112744065A
CN112744065A CN201911046833.0A CN201911046833A CN112744065A CN 112744065 A CN112744065 A CN 112744065A CN 201911046833 A CN201911046833 A CN 201911046833A CN 112744065 A CN112744065 A CN 112744065A
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China
Prior art keywords
input shaft
clutch
driving
power
shaft
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Granted
Application number
CN201911046833.0A
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Chinese (zh)
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CN112744065B (en
Inventor
杨胜麟
邹小松
杨宁宁
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BYD Co Ltd
BYD Auto Co Ltd
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BYD Co Ltd
BYD Auto Co Ltd
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Publication of CN112744065A publication Critical patent/CN112744065A/en
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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
    • 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 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 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • 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 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/24—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 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 combustion engines
    • 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
    • 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 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines 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
    • B60K6/365—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 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 with the gears having orbital motion
    • 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
    • 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 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • 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
    • 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 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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

Abstract

本发明公开了一种混合动力系统以及具有其的车辆，所述混合动力系统包括：发动机、双输入轴变速器以及电动发电机；所述双输入轴变速器通过第一离合器可选择地与所述发动机动力连接，所述双输入轴变速器具有第一输入轴、套设在所述第一输入轴外的第二输入轴以及与所述第一输入轴和所述第二输入轴动力连接的输出轴；所述电动发电机与所述第一输入轴或所述第二输入轴动力连接，且所述电动发电机适于通过第二离合器可选择地与所述输出轴动力连接。由此，一方面，动力性能更好，电动发电机驱动以及发动机驱动下的传动效率均更高，且发动机带动电动发电机进行发电时的发电效率更高；另一方面，双输入轴变速器的档位更加合理、空间占用小、成本低。

Figure 201911046833

The invention discloses a hybrid power system and a vehicle having the same. The hybrid power system comprises: an engine, a double input shaft transmission and a motor generator; the double input shaft transmission can be selectively connected with the engine through a first clutch Power connection, the dual input shaft transmission has a first input shaft, a second input shaft sleeved outside the first input shaft, and an output shaft power connected with the first input shaft and the second input shaft ; the motor-generator is power-connected with the first input shaft or the second input shaft, and the motor-generator is adapted to be selectively power-connected with the output shaft through a second clutch. Therefore, on the one hand, the power performance is better, the transmission efficiency of the motor-generator drive and the engine drive are higher, and the power generation efficiency when the engine drives the motor-generator to generate electricity is higher; on the other hand, the dual input shaft transmission The gear position is more reasonable, the space occupation is small, and the cost is low.

Figure 201911046833

Description

Hybrid power system and vehicle with same
Technical Field
The invention relates to the technical field of vehicles, in particular to a hybrid power system and a vehicle with the same.
Background
In the related art, in the existing hybrid power system, there are two technical schemes, one is to couple the motor directly on the traditional fuel power system to form the hybrid power system, and the other is to couple the engine and the motor on the single-gear reducer to form the hybrid power system, the former has a complex structure, many parts, large occupied space, difficult arrangement, heavy weight and high cost, while the latter has a relatively simple structure, but the engine has only one gear, the engine is driven in a mixed manner under a low-speed working condition, the efficiency is low, the dynamic property of the whole vehicle is relatively poor, and the vehicle is difficult to run under the condition of severe battery feeding.
Disclosure of Invention
The present invention is directed to solving at least one of the problems of the prior art. Therefore, an object of the present invention is to provide a hybrid system having good dynamic performance and high efficiency.
The invention also provides a vehicle with the hybrid power system.
A hybrid system according to an embodiment of the first aspect of the invention includes: an engine, a dual input shaft transmission, and a motor generator; the dual-input-shaft transmission is selectively in power connection with the engine through a first clutch and is provided with a first input shaft, a second input shaft sleeved outside the first input shaft and an output shaft in power connection with the first input shaft and the second input shaft; the motor generator is in power connection with the first input shaft or the second input shaft, and the motor generator is adapted to be selectively in power connection with the output shaft through a second clutch.
According to the hybrid power system disclosed by the embodiment of the invention, on one hand, the power performance is better, the transmission efficiency under the drive of the motor generator and the drive of the engine is higher, and the power generation efficiency is higher when the engine drives the motor generator to generate power; on the other hand, the double-input-shaft transmission has the advantages of more reasonable gears, small occupied space and low cost.
According to some embodiments of the invention, the first input shaft has a first driving gear thereon, the second input shaft has a second driving gear thereon, and the output shaft has a first driven gear engaged with the first driving gear and a second driven gear engaged with the second driving gear thereon.
In some embodiments, the second clutch is disposed on the first input shaft, the second input shaft, the output shaft, or a motor shaft of the motor body.
According to some embodiments of the invention, the hybrid system further comprises: a first active synchronizer and a second active synchronizer; wherein the first active synchronizer is disposed on the first input shaft or on the output shaft; the second active synchronizer is disposed on the second input shaft or the output shaft.
Further, the first clutch includes: a housing formed as an input end that is power-connected with the engine, the housing having an accommodation space; at least part of the first output end and at least part of the second output end are both arranged in the accommodating space, the first output end is connected with the first input shaft, and the second output end is connected with the second input shaft; the driving piece and the locking piece are arranged in the accommodating space, and the driving piece is suitable for driving the locking piece to selectively enable the input end to be in power connection with the first output end and the second output end.
Further, the accommodating space includes: the driving piece is constructed into a piston and can be arranged in the first accommodating space in a sliding mode, and the locking piece is arranged in the second accommodating space and is abutted to one end of the piston.
Optionally, the locking element comprises: the friction plate comprises a first driving friction plate, a second driving friction plate, a first driven friction plate and a second driven friction plate; the first driving friction plate is connected with the shell, and the first driven friction plate is connected with the first output end; the second driving friction plate is connected with the shell, and the first driven friction plate is connected with the second output end.
Further, the first clutch further includes: the reset piece is elastically stopped between the driving piece and the shell.
In some embodiments, the dual input shaft transmission is configured as any of a three-speed, a four-speed, and a five-speed transmission.
A vehicle according to an embodiment of the second aspect of the invention includes: the hybrid system described in the above embodiment.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
FIG. 1 is a schematic illustration of a first embodiment of a hybrid powertrain according to an embodiment of the present invention;
FIG. 2 is a schematic illustration of a second embodiment of a hybrid powertrain according to an embodiment of the present invention;
FIG. 3 is a schematic illustration of a third embodiment of a hybrid powertrain according to an embodiment of the present invention;
FIG. 4 is a schematic illustration of a first clutch of the hybrid powertrain according to an embodiment of the present invention;
FIG. 5 is a schematic illustration of a vehicle according to an embodiment of the present invention.
Reference numerals:
vehicle 1000
The hybrid power system 100 is provided with a hybrid power system,
an engine 10, a dual input shaft transmission 20, a motor generator 30, a differential 40, a final drive 50, a second clutch 60, a first clutch 70,
a first input shaft 21, a first driving gear 211, a second input shaft 22, a second driving gear 221, an output shaft 23, a first driven gear 231, a second driven gear 232, a second driving synchronizer 24, a meshing wheel 25,
a housing 71, a first output end 72, a first flange 721, a second output end 73, a second flange 731, a locking element 74, a first driving friction plate 741, a second driving friction plate 742, a first driven friction plate 743, a second driven friction plate 744, a resetting element 75, a driving element 76,
an accommodation space a, a first accommodation space a1, and a second accommodation space a 2.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.
A hybrid system 100 according to an embodiment of the invention is described below with reference to fig. 1 to 5.
As shown in fig. 1 to 3, a hybrid system 100 according to an embodiment of the present invention includes: an engine 10, a dual input shaft transmission 20, and a motor generator 30; the dual-input shaft transmission 20 is selectively in power connection with the engine 10 through a first clutch 70, and the dual-input shaft transmission 20 is provided with a first input shaft 21, a second input shaft 22 sleeved outside the first input shaft 21 and an output shaft 23 in power connection with the first input shaft 21 and the second input shaft 22; the motor generator 30 is in power connection with the first input shaft 21 or the second input shaft 22, and the motor generator 30 is adapted to be selectively in power connection with the output shaft 23 through the second clutch 60.
Specifically, the engine 10 is simultaneously power-connected to the first input shaft 21 and the second input shaft 22 or simultaneously power-disconnected from the first input shaft 21 and the second input shaft 22 by the first clutch 70, so that when the engine 10 is simultaneously power-connected to the first input shaft 21 and the second input shaft 22, power output of the engine 10 is realized, and the motor generator 30, which is power-connected to the first input shaft 21 or the second input shaft 22, rotates synchronously to generate electric power.
Further, a second clutch 60 is provided between the motor generator 30 and the output shaft 23, and the power connection between the motor generator 30 and the output shaft 23 is controlled by the second clutch 60, so that the power connection between the motor generator 30 and the output shaft 23 is interrupted by the second clutch 60 in the parking power generation mode.
It is understood that the dual input shaft transmission 20 of the present embodiment may be configured as a plurality of gears.
Based on the direct power connection of the motor generator 30 and the first input shaft 21 or the second input shaft 22, during the starting process of the engine 10, the motor generator 30 can perform the same function as a starting motor, and the dual-input shaft transmission 20 has at least two gears, compared with a single-gear hybrid power system, the working efficiency of the engine 10 is higher, so that the engine 10 can still drive the vehicle 1000 to run within the full vehicle speed range, compared with the conventional power vehicle 1000, the dual-input shaft transmission 20 has smaller volume, convenient arrangement and simple structure.
The hybrid system 100 according to the embodiment of the invention has the following advantages:
(1) the operation can be performed in an engine 10 driving mode, a motor generator 30 driving mode, a hybrid driving mode of the engine 10 and the motor generator 30, a running power generation mode and a parking power generation mode, a brake feedback power generation mode, and a start engine 10 mode.
(2) Compared with the hybrid power system 100 with a single gear, the engine 10 has higher efficiency, because the engine 10 keeps a proper gear number, the engine 10 can still drive the vehicle 1000 to run in the full vehicle speed range, and under the condition of serious battery power feeding, the vehicle 1000 can still run normally, and meanwhile, the number of components of the dual-input shaft transmission 20 can be reduced, so that the size of the dual-input shaft transmission 20 can be reduced.
(3) Engine 10 and motor generator 30 can drive vehicle 1000 in a hybrid manner in the entire vehicle speed range, and therefore, the dynamic characteristics are good.
(4) When the motor generator 30 is driven in combination with the engine 10, the motor generator 30 also has a plurality of gear positions, and therefore the motor generator 30 is more excellent in power efficiency and economy.
(5) Compared with the technical scheme of coupling the motor generator 30 to the conventional power system, the dual-input-shaft transmission 20 of the embodiment has the advantages of simpler structure, fewer parts, smaller volume and lower weight, is beneficial to structural arrangement in a narrow vehicle 1000 space, and has lower cost.
(6) The engine 10 can be started by directly using the electric motor 10 without additionally providing a starter motor for the engine 10, and the cost can be further reduced.
(7) The engine 10 and the motor generator 30 can be completely separated from the wheels, so that a pure power generation working mode, such as parking power generation, can be realized, if a rear-drive pure electric drive system is matched, a pure series working mode can be realized, and at the moment, the engine 10 can be fixed at a high-efficiency working point to generate power for the generator, so that the efficiency of the engine 10 is further improved.
In summary, according to the hybrid system 100 of the embodiment of the present invention, on one hand, the power performance is better, the transmission efficiency under the driving of the motor generator 30 and the driving of the engine 10 is higher, and the power generation efficiency when the engine 10 drives the motor generator 30 to generate power is higher; on the other hand, the dual-input shaft transmission 20 has more reasonable gears, small occupied space and low cost.
According to some embodiments of the present invention, the first input shaft 21 has a first driving gear 211 thereon, the second input shaft 22 has a second driving gear 221 thereon, and the output shaft 23 has a first driven gear 231 engaged with the first driving gear 211 and a second driven gear 232 engaged with the second driving gear 221.
Specifically, the first input shaft 21 and the second input shaft 22 of the dual-input shaft transmission 20 are both meshed with the same output shaft 23, the first input shaft 21 is meshed with a first driven gear 231 on the output shaft 23 through a first driving gear 211, and the second input shaft 22 is meshed with a second driven gear 232 on the output shaft 23 through a second driving gear 221.
Therefore, on one hand, the number of the first driving gear 211 and the second driving gear 221 can be multiple, so that the gears of the dual-input shaft transmission 20 are more reasonable, and the occupied space is reduced, and on the other hand, the number of the output shafts 23 can be reduced, so that the occupied space of the dual-input shaft transmission 20 is further reduced.
Referring to fig. 1 to 3, the second clutch 60 is provided on the first input shaft 21, the second input shaft 22, the output shaft 23, or the motor shaft of the motor body.
Specifically, in some embodiments, the second clutch 60 is provided on the output shaft 23 to control the first driven gear 231 or the second driven gear 232, which is power-connected to the motor generator 30, to be selectively power-connected to the output shaft 23; in other embodiments, the second clutch 60 is provided on the first input shaft 21 or the second input shaft 22 so as to cut off the power connection between the first driving gear 211 power-connected to the motor generator 30 and the first input shaft 21 or between the second driving gear 221 power-connected to the motor generator 30 and the second input shaft 22 by the second clutch 60; in still other embodiments, the second clutch 60 is disposed on the motor shaft to selectively switch the power connection between the motor shaft and the first driving gear 211 or the motor shaft and the second driving gear 221.
In summary, the second clutch 60 is provided to selectively connect the motor generator 30 and the output shaft 23 for power, so as to achieve parking power generation, and avoid the differential and the left and right half shafts from being involved in the transmission process during parking power generation.
According to some embodiments of the invention, the hybrid system 100 further comprises: a first active synchronizer (not shown) and a second active synchronizer 24; wherein the first active synchronizer is arranged on the first input shaft 21 or on the output shaft 23; a second active synchronizer 24 is provided on the second input shaft 22 or on the output shaft 23.
In other words, the first driving synchronizer is adapted to lock the first driving gear 211 with the first input shaft 21 or lock the first driven gear 231 with the output shaft 23, and the second driving synchronizer 24 is adapted to lock the second driving gear 221 with the second input shaft 22 or lock the second driven gear 232 with the output shaft 23, so as to realize the power output of the engine 10.
It should be noted that the number of the first driving gear 211, the second driving gear 221, the first driven gear 231 and the second driven gear 232 may be multiple, an even gear or an odd gear is defined between each first driving gear 211 and the corresponding first driven gear 231, and an odd gear or an even gear is defined between each second driving gear 221 and the corresponding second driven gear 232.
As shown in fig. 4, the first clutch 70 includes: a housing 71, the housing 71 being formed as an input end, the housing 71 having an accommodation space a; a first output end 72 and a second output end 73, at least a portion of the first output end 72 and at least a portion of the second output end 73 being disposed in the accommodating space a, the first output end 72 being connected to the first input shaft 21, the second output end 73 being connected to the second input shaft 22; a driving member 76 and a locking member 74, the driving member 76 and the locking member 74 being disposed in the accommodating space a, the driving member 76 being adapted to drive the locking member 74 to selectively power connect the input end with the first output end 72 and the second output end 73.
Specifically, a driving member 76 and a locking member 74 are disposed within the housing 71, and the driving member 76 moves the locking member 74, so that the housing 71 configured as an input end is selectively and simultaneously power-connected to the first output end 72 and the second output end 73.
Thus, the input end can simultaneously rotate the first output end 72 and the second output end 73 to drive the vehicle 1000 to run through one of the first input shaft 21 connected with the first output end 72 and the second input shaft 22 connected with the second output end 73. When the input end is disconnected from the first output end 72 and the second output end 73, the motor generator 30 may drive one of the first input shaft 21 and the second input shaft 22 to output power.
According to the first clutch 70 of the embodiment of the present invention, the input end can be simultaneously in power connection with the first output end 72 and the second output end 73, or the first output end 72 and the second output end 73 are controlled to be disconnected from the input end, on one hand, compared with the existing single clutch, the first clutch 70 of the embodiment can control the power connection between two output ends and one input end, so that the power control between two output ends and one input end is simpler and more convenient, and the power cutoff can be avoided; on the other hand, the first clutch 70 of the present embodiment has a simpler structure and lower cost than the conventional dual clutch.
More importantly, the first clutch 70 of the present embodiment can perform power compensation by the generator motor generator 30 that is power-connected to the first input shaft 21 or the second input shaft 22 when the input power is cut off, and during the power compensation, no interference occurs between the transmission component of the generator motor generator 30 and the other component connected to the first clutch 70.
In the specific embodiment illustrated in fig. 4, the accommodating space a includes: a first accommodating space a1 and a second accommodating space a2, the driving member 76 is configured as a piston and is slidably disposed in the first accommodating space a1, and the locking member 74 is disposed in the second accommodating space a2 and abuts against one end of the piston. Therefore, when the driving element 76 slides in the first accommodating space a1, the locking element 74 can be driven to move towards or away from the first output end 72 and the second output end 73, so that the linkage effect between the driving element 76 and the locking element 74 is better, and the working stability of the locking element 74 is improved.
It will be appreciated that the latch 74 includes: a first driving friction plate 741, a second driving friction plate 742, a first driven friction plate 743, and a second driven friction plate 744; wherein the first driving friction plate 741 is connected to the housing 71, and the first driven friction plate 743 is connected to the first output end 72; the second driving friction plate 742 is connected to the housing 71, and the first driven friction plate 743 is connected to the second output end 73.
Specifically, the first driving friction plate 741 is connected to the housing 71 through a spline and the second driving friction plate 742 is connected to the housing 71 through a spline, and the first driving friction plate 741 abuts against the piston to push the first driving friction plate 741 to slide on the housing 71 through the movement of the piston, so as to drive the second driving friction plate 742 to slide to press the first driven friction plate 743 and the second driven friction plate 744 respectively.
Meanwhile, it is understood that the first and second driven friction plates 743 and 744 are slidably spline-connected to the first and second output ends 72 and 73, respectively.
Thus, the driving member 76 drives the first driving friction plate 741 to selectively press the first driven friction plate 743, and drives the second driving friction plate 742 to selectively press the second driven friction plate 744, so as to achieve power connection between the first output end 72 and the input end, and power connection between the second output end 73 and the input end, respectively.
Further, the first output end 72 has a first flange 721, the second output end 73 has a second flange 731, the first flange 721 is connected to the first driven friction plate 743, the second flange 731 is connected to the second driven friction plate 744, and the first flange 721 and the second flange 731 are sequentially arranged in a direction away from the piston.
The number of the driving friction plates and the number of the driven friction plates are multiple, so that the multiple first driving friction plates 741 are crossly inserted with the multiple first driven friction plates 743, the multiple second driving friction plates 742 are crossly inserted with the multiple second driven friction plates 744, so that the multiple friction plates are mutually attached under the driving of the driving piece 76, the stability of power connection between the input end and the output end is improved by improving the friction force, the first driven friction plates 743 and the second driven friction plates 744 are respectively fixed on the first flange 721 and the second flange 731, the structural stability of the locking piece 74 is improved, and the working stability of the first clutch 70 can be improved.
In the particular embodiment shown in fig. 4, the first clutch 70 further includes: the reset piece 75, the reset piece 75 is elastically stopped between the driving piece 76 (i.e. the piston) and the housing 71. Therefore, the driver 76 can be reset by the reset element 75, and the reset speed of the driver 76 is increased to increase the response speed of the first clutch 70.
Thus, during shifting, while the power output at the input is disconnected by the first clutch 70, power compensation can be performed by the motor generator 30 that is power-connected to the first input shaft 21 or the motor generator 30 that is power-connected to the second input shaft 22, and during power compensation, the transmission components of the motor generator 30 do not interfere with the components connected to the first clutch 70.
In some embodiments, the dual input shaft transmission 20 is configured as any of a three-speed, a four-speed, and a five-speed transmission.
As shown in fig. 5, a vehicle 1000 according to an embodiment of the present invention includes: the hybrid system 100 in the above embodiment.
According to the vehicle 1000 of the embodiment of the present invention, the hybrid system 100 has the same technical effects as the hybrid system 100, and the details are not repeated herein.
It is understood that the hybrid system 100 of the present embodiment has a plurality of operating modes, specifically as follows:
it should be noted that the following power transmission process is specifically described with an embodiment of the three-gear dual-input shaft transmission 20 and a second active synchronizer 24 disposed between two second driving gears 221, wherein the two second driving gears 221 correspond to the 1 st gear and the 3 rd gear, respectively, and one first driving gear 211 corresponds to the 2 nd gear.
Driving mode of engine 10:
in this operating mode, the engine 10 alone drives the vehicle 1000, the motor generator 30 is not operated, and three operating ranges of the engine 10 can be achieved by controlling the first clutch 70, the second clutch 60, and the second active synchronizer 24.
And (3) a gear-up process:
the 1-degree second driving synchronizer 24 locks the second driving gear 221 corresponding to the 1-gear with the second input shaft 22, the first clutch 70 is engaged, the second clutch 60 is disengaged, and the gear enters the first gear;
the second clutch 60 is engaged while the first clutch 70 is disengaged at 2 degrees, the second driving synchronizer 24 is in neutral gear, the first clutch 70 is engaged, the first driving gear 211 is in power connection with the first input shaft 21, and the gear enters the second gear;
the first clutch 70 is separated by 3 degrees, the second driving synchronizer 24 is connected with the second driving gear 221 corresponding to the 3 th gear and the second input shaft 22, the first clutch 70 is combined while the second clutch 60 is separated, and the gear enters the third gear;
and (3) a downshift process:
the second clutch 60 is engaged while the first clutch 70 is disengaged at 1 °, the second active synchronizer 24 is in neutral, the first clutch 70 is engaged, and the gear is in second gear;
the first clutch 70 is separated by 2 degrees, the second driving synchronizer 24 locks the second driving gear 221 corresponding to the 1 st gear with the second input shaft 22, the second clutch 60 is separated and simultaneously engages the first clutch 70, and the gear enters the first gear;
neutral mode:
the 1 ° first clutch 70 is disengaged, the engine 10 is brought into a neutral mode, and the motor generator 30 selectively performs power take-off via the second clutch 60.
Power flow in the driving mode of the engine 10:
first-gear power flow:
the engine 10 → the first clutch 70 → the second input shaft 22 → the second driving gear 221 corresponding to the 1 st gear → the output shaft 23 → the main reduction gear set → the differential → the left and right half shafts;
second-gear power flow:
the engine 10 → the first clutch 70 → the first input shaft 21 → the first drive gear 211 → the second clutch 60 → the output shaft 23 → the final reduction gear set → the differential → the left and right half shafts;
third-gear power flow:
the engine 10 → the first clutch 70 → the second input shaft 22 → the second driving gear 221 corresponding to the 3 rd gear → the output shaft 23 → the final reduction gear set → the differential → the left and right half shafts.
Motor generator 30 drive mode:
in this operating mode, the motor generator 30 alone drives the vehicle 1000, the engine 10 is not operated, the first clutch 70 is disengaged, the second clutch 60 is engaged, and the motor generator 10 is fixedly operated in the 2 nd gear.
Power flow in the motor generator 30 drive mode:
the motor generator 30 → the first input shaft 21 → the first drive gear 211 → the second clutch 60 → the output shaft 23 → the final reduction gear set → the differential → the left and right half shafts;
engine 10 and motor generator 30 hybrid drive mode:
in this operating mode, the engine 10 and the motor generator 30 drive the vehicle 1000 in a hybrid manner, and three operating ranges of the engine 10 and the motor generator 30 can be achieved by controlling the first clutch 70, the second clutch 60, and the second active synchronizer 24.
The power is coupled in the driven gear area of the final drive 50 and the remaining power transfer process is identical to that described above and will not be described further herein.
Power generation operation mode (i.e., parking power generation mode):
in this operating mode, the engine 10 is used only to generate power for the motor generator 30, with the first clutch 70 engaged, the second clutch 60 disengaged, and the second active synchronizer 24 in neutral.
Pure power generation power flow:
engine 10 → first clutch 70 → first input shaft 21 → first driving gear 211 → motor generator 30
The driving power generation mode is as follows:
when there is a surplus of power for driving the vehicle 1000 by the engine 10, the engine 10 may generate power for the motor generator 30 while driving the vehicle 1000.
That is, the second clutch 60 is engaged while the vehicle 1000 is driven to run, so that running power generation is realized.
Brake feedback working mode:
in this operation mode, the engine 10 is not operated, the motor generator 30 performs regenerative power generation, the first clutch 70 is disengaged, the second clutch 60 is engaged, and the vehicle 1000 performs regenerative power generation by the motor generator 30 through the second clutch 60 and the first driving gear 211.
Starting the engine 10 operating mode:
in this operating mode, motor generator 30 may be used to start engine 10, such as when first clutch 70 is engaged and second clutch 60 is disengaged, at which time engine 10 may be started with motor generator 30.
Referring to fig. 1 to 3, a hybrid system 100 according to an embodiment of the present invention will be described in detail.
The first embodiment:
as shown in fig. 1, the hybrid system 100 of the first embodiment includes: electric motors, dual input shaft transmission 20, motor generator 30, first clutch 70, second clutch 60, and second active synchronizer 24, differential, final drive 50.
The engine 1010 is in power connection with a first input shaft 21 and a second input shaft 22 of the dual-input shaft transmission 20 through a first clutch 70, the motor generator 30 is coaxially arranged with the first input shaft 21 and the second input shaft 22, the motor generator 30 is connected with the first input shaft 21, the second clutch 60 selectively controls the power connection of a motor shaft and the first input shaft 21, the output shaft 23 is coaxially arranged with a driving gear of the main speed reducer 50, and the differential is in meshing transmission with a driven gear of the main speed reducer 50.
Second embodiment:
as shown in fig. 2, the hybrid system 100 of the second embodiment includes: electric motors, dual input shaft transmission 20, motor generator 30, first clutch 70, second clutch 60, and second active synchronizer 24, differential, final drive 50.
The engine 10 is power-connected to the first input shaft 21 and the second input shaft 22 of the dual input shaft transmission 20 through the first clutch 70, the motor generator 30 is connected to the first input shaft 21 through the meshing gear 25 provided on the first input shaft 21, the second clutch 60 is provided between the meshing gear 25 and the first driving gear 211, the output shaft 23 is coaxially provided with the driving gear of the main reducer 50, and the differential gear is in meshing transmission with the driven gear of the main reducer 50.
The second embodiment differs from the first embodiment in that the motor generator 30 is offset from the first input shaft 21, and the first input shaft 21 is provided with an engaging wheel 25 that is power-connected to the motor generator 30.
The third embodiment:
as shown in fig. 3, the hybrid system 100 of the third embodiment includes: electric motors, dual input shaft transmission 20, motor generator 30, first clutch 70, second clutch 60, and second active synchronizer 24, differential, final drive 50.
The engine 10 is in power connection with the first input shaft 21 and the second input shaft 22 of the dual input shaft transmission 20 through the first clutch 70, the motor generator 30 is in power connection with the first driving gear 211 of the first input shaft 21 through a transmission assembly arranged on a motor shaft, the second clutch 60 is arranged on the output shaft 23 and is suitable for disconnecting the power connection between the first driven gear 231 and the output shaft 23, the output shaft 23 is coaxially arranged with the driving gear of the main reducer 50, and the differential is in meshing transmission with the driven gear of the main reducer 50.
The second embodiment differs from the first embodiment in that the motor generator 30 is offset to the first input shaft 21, and the second clutch 60 is provided on the output shaft 23.
Of course, the structure of the hybrid system 100 of the embodiment is not limited thereto.
The dual input shaft transmission 20 of the hybrid powertrain system 100 of the present embodiment may also be a four-gear, five-gear, multi-gear dual input shaft transmission.
It is understood that the number of the first driving gears 211 on the first input shaft 21 and the number of the second driving gears 221 on the second input shaft 22 of the dual input shaft transmission 20 of the present embodiment may be multiple, and thus the number of the first driving gears 211 and the number of the second driving gears 221 correspond to a plurality of gears.
For example: when the dual-input shaft transmission 20 is an N-gear dual-input shaft transmission, and N is an even number, the number of the first driving gears 211 and the number of the second driving gears 221 are both N/2; when N is an odd number, the first driving gears 211 are (N-1)/2 or (N +1)/2, and the second driving gears 221 are (N +1)/2 or (N-1)/2 correspondingly.
The motor generator 30 may also be in power connection with the second input shaft 22, the first active synchronizer may be provided on the output shaft 23 or on the first input shaft 21, and the second active synchronizer 24 may be provided on the output shaft 23 or on the second output shaft 23.
In the description of the present invention, it is to be understood that the terms "central," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the invention and to simplify the description, and are not intended to indicate or imply that the referenced device or element must have a particular orientation, be constructed and operated in a particular orientation, and are not to be considered limiting of the invention.
In the description of the present invention, "the first feature" and "the second feature" may include one or more of the features.
In the description of the present invention, "a plurality" means two or more.
In the description of the present invention, the first feature being "on" or "under" the second feature may include the first and second features being in direct contact, and may also include the first and second features being in contact with each other not directly but through another feature therebetween.
In the description of the invention, "above", "over" and "above" a first feature in a second feature includes the first feature being directly above and obliquely above the second feature, or simply means that the first feature is higher in level than the second feature.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples" or the like mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
While embodiments of the invention have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims (10)

1. A hybrid powertrain system, comprising:
an engine;
the dual-input-shaft transmission is selectively in power connection with the engine through a first clutch and is provided with a first input shaft, a second input shaft sleeved outside the first input shaft and an output shaft in power connection with the first input shaft and the second input shaft;
a motor generator in power communication with the first input shaft or the second input shaft, the motor generator adapted to be selectively in power communication with the output shaft via a second clutch.
2. The hybrid system according to claim 1, wherein the first input shaft has a first drive gear thereon, the second input shaft has a second drive gear thereon, and the output shaft has a first driven gear engaged with the first drive gear and a second driven gear engaged with the second drive gear thereon.
3. The hybrid drive system of claim 2, wherein the second clutch is disposed on the first input shaft, the second input shaft, the output shaft, or a motor shaft of the motor body.
4. The hybrid system of claim 1, further comprising: a first active synchronizer and a second active synchronizer; wherein
The first active synchronizer is arranged on the first input shaft or the output shaft;
the second active synchronizer is disposed on the second input shaft or the output shaft.
5. The hybrid system of claim 1, wherein the first clutch comprises:
a housing formed as an input end that is power-connected with the engine, the housing having an accommodation space;
at least part of the first output end and at least part of the second output end are both arranged in the accommodating space, the first output end is connected with the first input shaft, and the second output end is connected with the second input shaft; and
the driving piece and the locking piece are arranged in the accommodating space, and the driving piece is suitable for driving the locking piece to selectively enable the input end to be in power connection with the first output end and the second output end.
6. The hybrid drive system of claim 5, wherein said receiving space comprises: the driving piece is constructed into a piston and can be arranged in the first accommodating space in a sliding mode, and the locking piece is arranged in the second accommodating space and is abutted to one end of the piston.
7. The hybrid system of claim 6, wherein the locking element comprises: the friction plate comprises a first driving friction plate, a second driving friction plate, a first driven friction plate and a second driven friction plate; wherein
The first driving friction plate is connected with the shell, and the first driven friction plate is connected with the first output end;
the second driving friction plate is connected with the shell, and the first driven friction plate is connected with the second output end.
8. The hybrid system of claim 5, wherein the first clutch further comprises: the reset piece is elastically stopped between the driving piece and the shell.
9. The hybrid powertrain system of any of claims 1-8, wherein the dual input shaft transmission is configured as any of a three-speed, a four-speed, and a five-speed transmission.
10. A vehicle, characterized by comprising: the hybrid system of any one of claims 1-9.
CN201911046833.0A 2019-10-30 2019-10-30 Hybrid power system and vehicle with same Active CN112744065B (en)

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