CN112780734B - Hybrid transmission structure and vehicle - Google Patents

Hybrid transmission structure and vehicle Download PDF

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Publication number
CN112780734B
CN112780734B CN201911083747.7A CN201911083747A CN112780734B CN 112780734 B CN112780734 B CN 112780734B CN 201911083747 A CN201911083747 A CN 201911083747A CN 112780734 B CN112780734 B CN 112780734B
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China
Prior art keywords
gear
engine
clutch
mode
driving
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CN112780734A (en
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石田俊雄
张倍坚
刘学武
周友
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Guangzhou Automobile Group Co Ltd
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Guangzhou Automobile Group Co Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings 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 ; 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
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/023—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • F16H2003/008—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths comprising means for selectively driving countershafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H2003/447—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion without permanent connection between the set of orbital gears and the output
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0043—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising four forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/2005—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with one sets of orbital gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2041—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with four engaging means
    • 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

Abstract

The invention discloses a hybrid power transmission structure and a vehicle, which comprise an engine and a motor, wherein a transmission input shaft is respectively connected with an engine output shaft and an outer gear ring and is also connected with a transmission shell through a one-way clutch or a brake; the motor is connected with the input shaft of the speed changer through a fourth clutch, and the output shaft of the motor is connected with the sun gear; the planet row output gear is connected with the planet carrier; the first intermediate shaft is provided with a first input gear, a first gear driving gear and a third gear driving gear, the second intermediate shaft is provided with a second input gear, a reverse gear, a second gear driving gear and a fourth gear driving gear, and the output shaft of the speed changer is provided with a first gear driven gear, a second gear driven gear, a fourth gear driven gear and an output shaft main reduction gear; the first input gear and the second input gear are meshed with the planet row output gear and correspondingly output power to the first intermediate shaft and the second intermediate shaft through the first clutch and the second clutch; the reverse gear is meshed with the first-gear driven gear, and power is output to the second intermediate shaft through the third clutch. The transmission efficiency is high, the engine is smoothly inserted and withdrawn, and the axial size is small.

Description

Hybrid transmission structure and vehicle
Technical Field
The invention belongs to the field of transmissions, and particularly relates to a hybrid transmission structure and a vehicle.
Background
The existing single-motor hybrid power system is characterized in that a motor is additionally arranged on an input or output shaft of a transmission on the basis of a traditional power system, so that the hybrid output of two kinds of power is realized. However, there are the following problems:
the motor cannot fully utilize the advantage of wide multi-gear speed ratio of the transmission during running, the transmission efficiency is low, and the engine cannot be disconnected in a pure electric running mode;
impact shake can occur when the power of the engine and the motor is mutually switched and converged, and the driving performance is influenced;
the required axial space is large, a power assembly needs to be rearranged, the traditional power system is greatly improved, the development cost is high, the integration is inconvenient, and the control difficulty is increased;
the motor cannot perform torque intervention, and the braking energy recovery efficiency is low;
the motor can not realize the starting and stopping functions of the engine, and the high-voltage battery can not be reversely charged by driving the motor through the engine when the vehicle is stopped.
Disclosure of Invention
The technical problem to be solved by the invention is as follows: aiming at the problems that the transmission efficiency is low, impact vibration can occur when the power of an engine and the power of a motor are mutually switched and converged, and the axial space is large in the conventional scheme, the transmission structure of the hybrid transmission and the vehicle are provided.
In order to solve the technical problem, the embodiment of the invention provides a transmission structure of a hybrid transmission, which comprises an engine, a motor, a transmission input shaft, a single-planet-row transmission system and a double-clutch transmission system, wherein the engine is connected with the motor through a transmission input shaft;
the single-planet-row transmission system comprises a sun gear, a planet carrier, an outer gear ring and a planet row output gear, and the planet row output gear is connected with the planet carrier;
one end of the transmission input shaft is connected with an engine output shaft, and the other end of the transmission input shaft is connected with the outer gear ring; the transmission input shaft is also connected with the transmission shell through a one-way clutch or a brake;
the motor is connected with the transmission input shaft through a fourth clutch; the output shaft of the motor is rotatably sleeved on the input shaft of the speed changer and is connected with the sun gear;
the double-clutch transmission system comprises a first intermediate shaft, a second intermediate shaft, a transmission output shaft, a first input gear, a first-gear driving gear, a third-gear driving gear, a second input gear, a second-gear driving gear, a fourth-gear driving gear and a reverse gear, wherein the first input gear, the first-gear driving gear and the third-gear driving gear are respectively arranged on the first intermediate shaft;
the first input gear is meshed with the planet row output gear, and outputs power to the first intermediate shaft through a first clutch; the second input gear is meshed with the planet row output gear, and outputs power to the second intermediate shaft through a second clutch; the reverse gear is meshed with the first-gear driven gear, and power is output to the second intermediate shaft through a third clutch;
the first-gear driven gear and the third-gear driven gear output power to the transmission output shaft through a third-gear synchronizer; the second-gear driven gear and the fourth-gear driven gear output power to the transmission output shaft through a second-fourth-gear synchronizer; the output shaft main reduction gear is meshed with a differential main reduction gear fixedly arranged on the differential assembly.
Optionally, the first input gear, the third gear driving gear and the first gear driving gear are sequentially arranged on the first intermediate shaft;
the second-gear driving gear, the fourth-gear driving gear, the second input gear and the reverse gear are sequentially arranged on the second intermediate shaft;
the second-gear driven gear, the fourth-gear driven gear, the third-gear driven gear, the first-gear driven gear and the output shaft main reduction gear are sequentially arranged on the transmission output shaft.
Optionally, the hybrid vehicle further comprises a dual-mass flywheel, and the engine output shaft is connected with one end of the transmission input shaft through the dual-mass flywheel.
Optionally, the first third gear synchronizer is combined with the first gear driven gear and the first clutch, and the double-clutch transmission system outputs power in a first gear transmission ratio;
the second-fourth gear synchronizer is combined with the second-gear driven gear and the second clutch, and the double-clutch transmission system outputs power in a second-gear transmission ratio;
the first three-gear synchronizer is combined with the third-gear driven gear and the first clutch, and the double-clutch transmission system outputs power in a third-gear transmission ratio;
the second four-gear synchronizer is combined with the fourth-gear driven gear and the second clutch, and the double-clutch transmission system outputs power in a four-gear transmission ratio;
the second-fourth gear synchronizer is combined with the second-gear driven gear, the first clutch and the third clutch, and the double-clutch transmission system outputs power in a reverse gear transmission ratio.
Optionally, an engine starting mode and an electric starting mode are provided;
the engine starting mode comprises the following steps: the fourth clutch enters a slip state from a separation state, the torque of the motor is gradually increased, the rotating speed of the engine reaches a target ignition rotating speed, the fourth clutch is combined, the engine is ignited and started, and the motor carries out torque compensation on the engine until the engine is normally driven;
the pure electric starting mode comprises the following steps: the one-way clutch is locked, the fourth clutch is separated, the engine does not work, and the motor drives.
Optionally, a pure low-speed running mode, an engine low-speed running mode and a low-speed hybrid driving mode are provided;
the pure electric low-speed driving mode comprises the following steps: the one-way clutch is locked, the fourth clutch is separated, the engine does not work, and the motor drives;
the engine low-speed driving mode: the fourth clutch is combined or separated, the engine is driven, and the motor generates electricity;
the low-speed hybrid driving mode: the fourth clutch is combined, and the engine and the motor are driven together.
Optionally, a pure electric medium-high speed running mode, an engine medium-high speed running mode and a hybrid driving medium-high speed running mode are provided, wherein the engine medium-high speed running mode comprises an engine single driving mode and an engine driving and charging mode;
the pure electric medium-high speed running mode comprises the following steps: the one-way clutch is locked, the fourth clutch is separated, the engine does not work, and the motor drives;
the engine-only drive mode: the fourth clutch is combined, the engine is driven, and the motor does not work;
the engine-driving and charging mode: the fourth clutch is combined or separated, the engine is driven, and the motor generates electricity;
the hybrid drive medium-high speed travel mode: the fourth clutch is combined, and the engine and the motor are driven together.
Optionally, the hybrid electric vehicle has a pure electric driving mode for switching an engine participation driving mode, an engine participation driving mode for switching a pure electric driving mode, an engine individual driving mode for switching a hybrid driving mode, a hybrid driving mode for switching an engine individual driving mode, an engine individual driving mode for switching an engine driving and charging mode, an engine driving and charging mode for switching an engine individual driving mode, a hybrid driving mode for switching an engine driving and charging mode and an engine driving and charging mode for switching a hybrid driving mode;
the pure electric driving mode is switched to an engine participation driving mode: the fourth clutch enters a slip state from a separation state, the torque of the motor is gradually increased, the rotating speed of the engine reaches a target ignition rotating speed, the fourth clutch is combined, the engine is ignited and started, and the motor carries out torque compensation on the engine until the engine is normally driven;
the engine participates in the drive mode and switches the pure electric driving mode: the engine torque gradually decreases, the motor torque gradually increases and is used for making up for insufficient driving power caused by the decrease of the engine torque, when the engine torque decreases to a lowest torque value, the fourth clutch is separated, and the motor is driven independently;
the engine-only drive mode switches the hybrid drive mode: the fourth clutch is kept in a combined state, and the power of the motor coordinates the integral torque of the engine and the motor;
the hybrid drive mode switches an engine-only drive mode: keeping the fourth clutch in a combined state, stopping the motor, and performing torque adjustment and torque compensation on the engine;
the engine-only drive mode switches an engine-driving-and-charging mode: maintaining the fourth clutch in an engaged state, or switching the fourth clutch from the engaged state to a disengaged state; the motor generates electricity;
the engine-driving and charging mode switches an engine-alone driving mode: if the fourth clutch is in a combined state in the engine driving and charging mode, the motor stops working, and the torque of the engine is adjusted and compensated; if the fourth clutch is in a separation state when in the engine driving and charging mode, the fourth clutch is switched to a connection state, and the motor stops working;
the hybrid drive mode switches an engine drive and charge mode; when the required power of the whole vehicle is lower, the power of the engine is improved, and part of the power is used for driving the motor to generate electricity; when the required power of the whole vehicle is high, the fourth clutch is switched to a separated state, the power of the engine is improved, and part of the power is used for driving the motor to generate power;
the engine driving and charging mode is switched to a hybrid driving mode: when the engine is in the driving and charging mode, the fourth clutch is in a combined state, the power of the motor is adjusted, and the engine and the motor are subjected to torque coordination; and when the engine is in the driving and charging mode, the fourth clutch is in a separation state, the fourth clutch is switched to a combination state, the power of the motor is adjusted, and the engine and the motor are subjected to torque coordination.
Optionally, an energy recovery mode and a parking charging mode;
the energy recovery mode is as follows: the fourth clutch is combined, the engine does not work, and the motor generates electricity;
the parking charging mode is as follows: the fourth clutch is combined, the first clutch and the second clutch are separated, the engine is driven, and the motor generates electricity.
The embodiment of the invention provides a vehicle which comprises the hybrid transmission structure.
The invention provides a transmission structure of a hybrid power transmission and a vehicle, which adopt a transmission system combined by a single-planet-row transmission system and a double-clutch transmission system, fully utilize the advantages of small axial space and large gear multi-speed ratio of the planet transmission system and the double-clutch transmission system, reduce the axial installation space, when a one-way clutch or a brake is locked, the single-planet-row transmission system outputs power with fixed speed ratio, when a fourth clutch is combined, the single-planet-row transmission system does not change speed when transmitting power, namely the speed ratio of the power output by the single-planet-row transmission system is that, the double-clutch transmission system can realize four forward gear and reverse gear transmission ratios, therefore, the power of an engine or a motor can be output to the double-clutch transmission system after being adjusted by the speed ratio of the single-planet-row transmission system, and then output to a wheel end after being adjusted by a plurality of gears of the double-clutch transmission system, fully utilize the multi-gear of the transmission system to amplify the working range of the engine and the motor, the transmission efficiency is improved, and the dynamic property and the economical efficiency of the whole vehicle are ensured;
the transmission system formed by combining the single-planet-row transmission system and the double-clutch transmission system is adopted, so that the axial space size of the transmission is greatly optimized, a larger motor can be selected, and the dynamic property of the whole vehicle is ensured;
the double-clutch transmission system adopts a parallel shaft type structure, has the advantages of high transmission efficiency, compact installation space, lower manufacturing cost, simple processing technology, large speed ratio range and the like, and can realize that the motor and the engine always run in a high-efficiency region;
the double clutches at the input end are separately arranged by the double-clutch transmission system and are respectively arranged on the two intermediate shafts, so that the double-clutch transmission system has a better heat dissipation effect compared with the nested double clutches, and the axial space of the transmission is further optimized;
a fourth clutch is added between the engine and the motor, and the transmission control unit sends an instruction to the hydraulic system to control the combination and the separation of the fourth clutch, so that the smoothness of the intervention and the exit of the engine is realized. When the fourth clutch is separated, pure electric driving can be adopted; when the engine is required to participate in working, the motor and the fourth clutch are controlled to realize the function of quickly starting the engine, the starting process of the engine is smooth, and the cost of adopting a conventional starter is reduced;
and arranging a motor, a fourth clutch and a one-way clutch or brake between the engine and the transmission system. The power of the engine and the motor is coupled and decoupled, so that the play generated during torque coupling and decoupling is avoided;
the motor is adopted to realize functions of pure electric drive, hybrid drive, driving charging, energy recovery, engine starting and stopping, parking charging and the like, thereby achieving the purposes of reducing emission, improving the power output and the regenerative electric energy of the whole vehicle and the like.
Drawings
FIG. 1 is a schematic representation of a hybrid transmission gearing arrangement according to an embodiment of the present invention;
the reference numerals in the specification are as follows:
1. an engine; 101. an engine output shaft;
2. a motor; 201. an output shaft of the motor;
3. a differential assembly; 301. a differential main reduction gear;
4. a transmission input shaft;
5. a single planet row transmission system; 501. a sun gear; 502. a planet wheel; 503. a planet carrier; 504. an outer ring gear; 505. a planet row output gear;
6. a dual clutch transmission system; 601. a first intermediate shaft; 602. a second intermediate shaft; 603. a transmission output shaft;
604. a first input gear; 605. a first gear driving gear; 606. a third gear driving gear; 607. a first clutch;
608. a second input gear; 609. a second gear driving gear; 610. a fourth gear driving gear; 611. a reverse gear; 612. a second clutch; 613. a third clutch;
614. a first-gear driven gear; 615. a second-gear driven gear; 616. a third-gear driven gear; 617. a fourth-gear driven gear; 618. an output shaft main reduction gear; 619. a third gear synchronizer; 620. a second and fourth gear synchronizer;
7. a one-way clutch; 8. a fourth clutch; 9. a dual mass flywheel.
Detailed Description
In order to make the technical problems, technical solutions and advantageous effects solved by the present invention more clearly apparent, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
As shown in fig. 1, a transmission structure of a hybrid transmission provided by an embodiment of the present invention includes an engine 1, a motor 2, a transmission input shaft 4, a single planetary gear train transmission system 5 and a dual clutch transmission system 6;
the single planet row transmission system 5 comprises a sun gear 501, a planet gear 502, a planet carrier 503, an outer gear ring 504 and a planet row output gear 505, wherein the planet row output gear 505 is connected with the planet carrier 503;
one end of the transmission input shaft 4 is connected to the engine output shaft 101 (i.e., the output shaft of the engine 1), and the other end is connected to the outer ring gear 504;
the transmission input shaft 4 can be connected with a transmission shell through a brake, preferably connected with the transmission shell through a one-way clutch 7, and the one-way clutch 7 is selected to reduce hydraulic control compared with the brake, so that the occupied space is small, the structure is simpler, and the control is easier;
the motor 2 is connected with the transmission input shaft 4 through a fourth clutch 8; the motor output shaft 201 (i.e. the output shaft of the motor 2) is rotatably sleeved on the transmission input shaft 4 and connected with the sun gear 501; specifically, two ends of the motor output shaft 201 are respectively connected with the sun gear 501 and the rotor of the motor 2;
the double-clutch transmission system 6 comprises a first intermediate shaft 601, a second intermediate shaft 602, a transmission output shaft 603, a first input gear 604, a first-gear driving gear 605 and a third-gear driving gear 606 which are respectively arranged on the first intermediate shaft 601, a second input gear 608, a second-gear driving gear 609, a fourth-gear driving gear 610 and a reverse gear 611 which are respectively arranged on the second intermediate shaft 602, a first-to-fourth-gear driven gear 617 and an output shaft main reduction gear 618 which are respectively arranged on the transmission output shaft 603, and a differential main reduction gear 301 which is fixedly arranged on the differential assembly 3;
the first input gear 604 is meshed with the planetary row output gear 505 and outputs power to the first intermediate shaft 601 through the first clutch 607; the second input gear 608 is meshed with the planetary row output gear 505 and outputs power to the second countershaft 602 through the second clutch 612; the reverse gear 611 is engaged with the first-speed driven gear 614, and outputs power to the second countershaft 602 through the third clutch 613;
the first-gear driven gear 614 and the third-gear driven gear 616 output power to the transmission output shaft 603 through a third-gear synchronizer 619; the second-gear driven gear 615 and the fourth-gear driven gear 617 output power to the transmission output shaft 603 through the second-fourth-gear synchronizer 620; the output shaft main reduction gear 618 meshes with a differential main reduction gear 301 fixed to the differential assembly 3.
Further, the driving gear of each of four forward speed stages, i.e., first to fourth speeds, is engaged with the driven gear.
In the present application, for simplicity, the first countershaft 601 and the second countershaft 602 are collectively referred to as countershafts, the transmission input shaft 4, the first countershaft 601, the second countershaft 602, and the transmission output shaft 603 are collectively referred to as shafts, the first third synchronizer 619 and the second fourth synchronizer 620 are collectively referred to as synchronizers, the first clutch 607 to the fourth clutch 8 are collectively referred to as clutches, the driving gear of each gear is collectively referred to as a driving gear, the driven gear of each gear is collectively referred to as a driven gear, the first input gear 604 and the second input gear 608 are collectively referred to as input gears, and the hybrid transmission is simply referred to as a transmission.
The transmission structure of the hybrid power transmission provided by the embodiment of the invention adopts a transmission system formed by combining a single-planet-row transmission system 5 and a double-clutch transmission system 6, fully utilizes the advantages of small axial space and large gear multi-speed ratio of the planet transmission system and the double-clutch transmission system, reduces the axial installation space, when a one-way clutch 7 or a brake is locked, the single-planet-row transmission system 5 outputs power at a fixed speed ratio, when a fourth clutch 8 is combined, the single-planet-row transmission system 5 does not change the speed when transmitting the power, namely, the speed ratio of the power output by the single-planet-row transmission system 5 is 1, and the double-clutch transmission system 6 can realize four forward gear and reverse gear transmission ratios, so that the power of an engine 1 or a motor 2 can be output to the double-clutch transmission system 6 after the speed ratio of the single-planet-row transmission system 5 is adjusted, and then output to a wheel end after the power is adjusted by a plurality of gears of the double-clutch transmission system 6, the multi-gear transmission system is fully utilized to enlarge the working range of the engine 1 and the motor 2, improve the transmission efficiency and ensure the dynamic property and the economical efficiency of the whole vehicle;
the transmission system formed by combining the single-planet-row transmission system 5 and the double-clutch transmission system 6 is adopted, so that the axial space size of the transmission is greatly optimized, a larger motor 2 can be selected, and the dynamic property of the whole vehicle is ensured;
the double-clutch transmission system 6 adopts a parallel shaft type structure, has the advantages of high transmission efficiency, compact installation space, lower manufacturing cost, simple processing technology, large speed ratio range and the like, and can realize that the motor 2 and the engine 1 always run in a high-efficiency region;
the double-clutch transmission system 6 is used for separately arranging the double clutches at the input end and respectively arranging the double clutches on the two intermediate shafts, so that the double-clutch transmission system has a better heat dissipation effect compared with a nested double clutch, and the axial space of the transmission is further optimized;
a fourth clutch 8 is added between the engine 1 and the motor 2, and a transmission control unit sends an instruction to a hydraulic system to control the combination and the separation of the fourth clutch 8, so that the smoothness of the intervention and the exit of the engine 1 is realized. When the fourth clutch 8 is separated, pure electric driving can be adopted; when the engine 1 is required to work, the motor 2 and the fourth clutch 8 are controlled to realize the function of quickly starting the engine 1, the starting process of the engine 1 is smoother, and the cost of adopting a conventional starter is reduced;
between the engine 1 and the transmission system are arranged the electric machine 2, a fourth clutch 8 and a one-way clutch 7 or brake. The power of the engine 1 and the power of the motor 2 are coupled and decoupled, so that the play generated during torque coupling and decoupling is avoided;
the motor 2 is adopted to realize the functions of pure electric drive, hybrid drive, driving charge, energy recovery, engine start and stop, parking charge and the like, thereby achieving the purposes of reducing emission, improving the power output and the regenerative electric energy of the whole vehicle and the like.
The hybrid transmission structure provided by the embodiment of the invention is suitable for a wet three-clutch single-motor hybrid transmission, and is particularly suitable for a three-clutch single-motor hybrid transmission of a front transverse front-drive vehicle.
Specifically, the first to fourth gear driving gears and the output shaft main reduction gear 618 may be welded, spline connected, interference press-fitted or directly formed on the respective shafts, thereby achieving connection and synchronous rotation of the respective gears and shafts.
Specifically, the first input gear 604, the second input gear 608, the reverse gear 611 and the first to fourth driven gears are all sleeved on the corresponding shafts through bearings, so that the rotary connection between the corresponding gears and the shafts is realized;
specifically, as shown in fig. 1, one end of the one-way clutch 7 is connected to the transmission input shaft 4, and the other end is connected to the transmission housing.
Specifically, as shown in fig. 1, one end of the fourth clutch 8 is connected to the transmission input shaft 4, and the other end is connected to the motor 2, preferably, to the rotor of the motor 2.
Specifically, as shown in fig. 1, the first clutch 607, the second clutch 612, and the fourth clutch 8 are single clutches, and the third clutch 613 is a dog clutch.
In one embodiment, as shown in fig. 1, the first input gear 604, the third driving gear 606 and the first driving gear 605 are sequentially disposed on the first intermediate shaft 601;
a second-gear driving gear 609, a fourth-gear driving gear 610, a second input gear 608 and a reverse gear 611 are sequentially arranged on the second intermediate shaft 602;
a second-speed driven gear 615, a fourth-speed driven gear 617, a third-speed driven gear 616, a first-speed driven gear 614, and an output shaft main reduction gear 618 are arranged in that order on the transmission output shaft 603.
The structure is compact, the deflection deformation of the corresponding shaft is small, the transmission is more stable, and the transmission error of a low-speed gear is favorably reduced.
In one embodiment, as shown in fig. 1, a dual mass flywheel 9 is further included, and the engine output shaft 101 is connected to one end of the transmission input shaft 4 through the dual mass flywheel 9, which facilitates vibration isolation.
In the transmission structure of the hybrid transmission of the present application, the engine 1 and the motor 2 can be used as a power source to drive the wheels individually or jointly, and the dual clutch transmission system 6 can adjust the gear of the power input by the single planetary gear transmission system 5, and the following detailed descriptions of the related control and power transmission routes of the dual clutch transmission system 6 of the preferred embodiment are as follows:
in the first gear, a third gear synchronizer 619 is combined with the first gear driven gear 614 and the first clutch 607, and the power transmission route is as follows: planetary gear output gear 505- > first input gear 604- > first clutch 607- > first intermediate shaft 601- > first gear driving gear 605- > first gear driven gear 614- > third gear synchronizer 619- > transmission output shaft 603- > differential main reduction gear 301- > differential assembly 3- > wheels.
During the second gear operation, the second and fourth gear synchronizer 620 combines with the second gear driven gear 615, combines with the second clutch 612, the planet row output gear 505 > the second input gear 608- > the second clutch 612- > the second intermediate shaft 602- > the second gear driving gear 609- > the second gear driven gear 615- > the second and fourth gear synchronizer 620- > the differential output shaft 603- > the differential main reduction gear 301- > the differential assembly 3- > wheels.
During the third gear operation, a third gear synchronizer 619 is combined with the third gear driven gear 616 and the first clutch 607, and the power transmission route is as follows: planetary gear output gear 505- > first input gear 604- > first clutch 607- > first intermediate shaft 601- > third gear driving gear 606- > third gear driven gear 616- > third gear synchronizer 619- > transmission output shaft 603- > differential mechanism main reduction gear 301- > differential mechanism assembly 3- > wheels.
In the fourth gear, the second-fourth gear synchronizer 620 is combined with the fourth-gear driven gear 617, and is combined with the second clutch 612, and the power transmission route is as follows: planetary gear row output gear 505- > second input gear 608- > second clutch 612- > second intermediate shaft 602- > fourth gear driving gear 610- > fourth gear driven gear 617- > second fourth gear synchronizer 620- > transmission output shaft 603- > differential main reduction gear 301- > differential assembly 3- > wheels.
In the reverse gear operation, the second-fourth gear synchronizer 620 is combined with the second-gear driven gear 615, and is combined with the first clutch 607 and the third clutch 613, and the power transmission route is as follows: planetary gear row output gear 505- > first input gear 604- > first clutch 607- > first countershaft 601- > first gear driving gear 605- > first gear driven gear 614- > reverse gear synchronizer- > third clutch 613- > second countershaft 602- > second gear driving gear 609- > second gear driven gear 615- > second gear synchronizer 620- > transmission output shaft 603- > differential assembly 3- > differential assembly.
The hybrid power transmission structure has working modes such as a starting mode, a low-speed running mode, a medium-high speed running mode, an energy recovery mode, a parking charging mode, a running mode switching mode and the like, wherein the working modes relate to transmission of a double-clutch transmission system 6 and can be used for adjusting a plurality of gears through the double-clutch transmission system 6; these modes of operation are described in detail below:
first, start mode
The starting modes comprise an engine starting mode and an electric starting mode.
1) Engine start mode
The fourth clutch 8 enters a slipping state from a separation state, the torque of the motor 2 is gradually increased, the rotating speed of the engine 1 reaches the target ignition rotating speed, the fourth clutch 8 is combined, the engine 1 is ignited and started, and the motor 2 compensates the torque of the engine 1 until the engine 1 is normally driven. The smoothness of the starting process of the engine 1 is ensured, the corresponding working state adjustment of the motor 2 is carried out according to the subsequently entered running mode, and if the motor 1 is driven by the pure engine 1, the motor 2 is closed.
2) Pure electric starting mode
The engine 1 does not work, the one-way clutch 7 is locked, the fourth clutch 8 is separated, and the motor 2 drives. Because the one-way clutch 7 is in a locking state, the transmission input shaft 4 and the outer gear ring 504 are locked, the power output by the motor 2 is increased through the corresponding speed ratio (fixed speed ratio) of the single-planet-row transmission system 5 and then is transmitted to the double-clutch transmission system 6, and the double-clutch transmission system 6 enables the power of the motor 2 to meet the power required by starting of the whole vehicle through the adjustment of four gears.
Two, low speed driving mode
The low-speed driving mode includes a pure low-speed driving mode, an engine low-speed driving mode, and a low-speed hybrid driving mode.
1) Pure low speed driving mode
The SOC value of the power battery is high, and when the low-speed pure electric driving requirement of the whole vehicle is met, the pure electric low-speed driving mode can be entered.
The one-way clutch 7 is locked, the fourth clutch 8 is separated, the engine 1 does not work, and the motor 2 drives; because the one-way clutch 7 is in a locking state, the transmission input shaft 4 and the outer gear ring 504 are locked, the power output by the motor 2 is increased through the corresponding speed ratio (fixed speed ratio) of the single-planet-row transmission system 5 and then is transmitted to the double-clutch transmission system 6, because the double-clutch transmission system 6 has four gears for adjustment, the high-efficiency interval of the motor 2 is enlarged, and the motor 2 always runs in the high-efficiency interval through the gear adjustment of the double-clutch transmission system 6.
2) Low speed driving mode of engine
Pure electric drive is preferentially selected when the whole vehicle runs at low speed, when the SOC value of the power battery is low and does not meet the pure electric drive requirement of the whole vehicle, the power battery enters the engine 1 for driving, the running of the whole vehicle is ensured, meanwhile, the motor 2 generates power to charge the power battery, and the SOC value of the power battery is ensured to be within the required range. A part of power of the engine 1 is used for driving the whole vehicle to run, a part of power is used for driving the motor 2 to generate power, and the power generation system is divided into two modes of combining the fourth clutch 8 and separating the fourth clutch 8 according to the power required by the whole vehicle.
a. Fourth clutch engagement mode: when the required power of the whole vehicle is small, the fourth clutch 8 is combined, the single-planet-row transmission system 5 is in an interlocking state, one part of the power of the engine 1 is used for driving the motor 2 to generate power, the single-planet-row transmission system 5 directly transmits the power of the engine 1 driving the whole vehicle to the double-clutch transmission system 6, the high-efficiency interval of the engine 1 is expanded due to the fact that the double-clutch transmission system 6 has four gears to adjust, and the engine 1 always runs in the high-efficiency interval through gear adjustment of the double-clutch transmission system 6.
b. Fourth clutch-disengaged mode: when the required power of the whole vehicle is large, the fourth clutch 8 is separated, the single-planet-row transmission system 5 is in a free state, the single-planet-row transmission system 5 divides the power of the engine 1, one part of the power is used for driving the motor 2 to generate electricity, the other part of the power is amplified through the speed ratio of the single-planet-row transmission system 5 and then is output to the double-clutch transmission system 6, the high-efficiency interval of the engine 1 is expanded due to the fact that the double-clutch transmission system 6 has four gears for adjustment, and the engine 1 is enabled to always run in the high-efficiency interval through gear adjustment of the double-clutch transmission system 6.
3) Low speed hybrid drive mode
The whole vehicle dynamic property is improved by needing larger power in the running process of the whole vehicle, such as a rapid acceleration working condition, a climbing working condition and the like, and the low-speed hybrid driving mode can be entered.
The fourth clutch 8 is combined, and the engine 1 and the motor 2 run together to drive. The single planet row transmission system 5 is in an interlocking state, the power of the engine 1 and the power of the motor 2 are coupled and then directly transmitted to the double-clutch transmission system 6 through the single planet row transmission system 5, and the power of the engine 1 and the power of the motor 2 after being coupled is further increased through four gear adjustment of the double-clutch transmission system 6, so that the dynamic property of the whole vehicle is further improved.
Three, middle and high speed driving mode
The medium and high speed running mode comprises a pure electric medium and high speed running mode, an engine medium and high speed running mode and a hybrid driving medium and high speed running mode.
1) Pure electric medium-high speed driving mode:
the SOC value of the power battery meets the requirement of pure electric medium-high speed running of the whole vehicle, can meet the requirement of pure electric medium-high speed for a certain time, and can enter a pure electric medium-high speed running mode.
The one-way clutch 7 is locked, the fourth clutch 8 is separated, the engine 1 does not work, and the motor 2 drives; because the one-way clutch 7 is in a locking state, the transmission input shaft 4 and the outer gear ring 504 are locked, the power output by the motor 2 is increased through the corresponding speed ratio (fixed speed ratio) of the single-planet-row transmission system 5 and then is transmitted to the double-clutch transmission system 6, because the double-clutch transmission system 6 has four gears for adjustment, the high-efficiency interval of the motor 2 is enlarged, and the motor 2 always runs in the high-efficiency interval through the gear adjustment of the double-clutch transmission system 6.
2) High speed running mode in engine:
the high-speed running mode in the engine includes an engine-only driving mode and an engine-driving-and-charging mode.
2-1) Engine-Only drive mode:
the fourth clutch 8 is combined, the engine 1 is driven, and the motor 2 does not work (namely, the motor is not driven and does not generate electricity); the SOC value of the power battery is high, the power of the engine 1 running in the high-efficiency interval can meet the high-speed running requirement of the whole vehicle, the single-planet-row transmission system 5 is in an interlocking state, the torque of the engine 1 is transmitted to the double-clutch transmission system 6 through the single-planet-row transmission system 5, the high-efficiency interval of the engine 1 is expanded due to the fact that the double-clutch transmission system 6 is provided with four gears for adjustment, and the engine 1 is enabled to run in the high-efficiency interval all the time through gear adjustment of the double-clutch transmission system 6.
2-2) engine-driving and charging mode:
when the SOC value of the power battery does not meet the pure electric driving requirement of the whole vehicle, the vehicle enters an engine driving and charging mode, the power battery is charged while the whole vehicle is driven, and the SOC value of the power battery is ensured to be within a required range. One part of the power of the engine 1 is used for driving the whole vehicle to run, one part of the power is used for driving the motor 2 to generate power, and the power is divided into two modes of combining the fourth clutch 8 and separating the fourth clutch 8 according to the power required by the whole vehicle, so that the power performance of the whole vehicle is ensured, and the economy is ensured.
a. Fourth clutch engagement mode: when the power demand of the whole vehicle is smaller, the fourth clutch 8 is combined, and the single planet row transmission system 5 is in an interlocking state. One part of power of the engine 1 is used for driving the motor 2 to generate power, the other part of power is directly transmitted to the double-clutch transmission system 6 through the single-planet-row transmission system 5, the high-efficiency interval of the engine 1 is expanded due to the fact that the double-clutch transmission system 6 has four gears to adjust, and the engine 1 is enabled to operate in the high-efficiency interval all the time through the gear adjustment of the double-clutch transmission system 6.
b. Fourth clutch-disengaged mode: when the power demand of the whole vehicle is larger, the fourth clutch 8 is separated, and the single-planet-row transmission system 5 is in a free state. The single-planet-row transmission system 5 divides the power of the engine 1, one part of the power is used for driving the motor 2 to generate power, the other part of the power is transmitted to the double-clutch transmission system 6 after the corresponding speed ratio of the single-planet-row transmission system 5 is increased, the double-clutch transmission system 6 is adjusted by four gears, so that the high-efficiency interval of the engine 1 is enlarged, and the engine 1 is always operated in the high-efficiency interval by adjusting the gears of the double-clutch transmission system 6.
3) Medium-high speed hybrid drive mode:
the whole vehicle dynamic property is improved by needing larger power in the running process of the whole vehicle, for example, the vehicle can enter a medium-high speed hybrid driving mode under the condition of a rapid acceleration working condition and the like.
The fourth clutch 8 is engaged, and the engine 1 and the motor 2 are driven together. The single planet row transmission system 5 is in an interlocking state, the power of the engine 1 and the power of the motor 2 are coupled and then directly transmitted to the double-clutch transmission system 6 through the single planet row transmission system 5, and the power of the engine 1 and the power of the motor 2 after being coupled is further increased through four gear adjustment of the double-clutch transmission system 6, so that the dynamic property of the whole vehicle is further improved.
The engine middle-high speed single driving mode and the middle-high speed hybrid driving mode, the fourth clutch 8 is in a combined state, and when the operation such as rapid acceleration is needed, the operation can be realized only by coordinating the output torques of the engine 1 and the motor 2, so that the better power responsiveness of the whole vehicle is ensured.
Fourth, mode switching mode of driving
The running mode switching mode comprises a pure electric running mode switching engine participation driving mode, an engine participation driving mode switching pure electric running mode and an engine driving state switching mode.
1) The pure electric driving mode is switched to an engine participation driving mode:
the fourth clutch 8 enters a slipping state from a separation state, the torque of the motor 2 is gradually increased, the rotating speed of the engine 1 reaches the target ignition rotating speed, the fourth clutch 8 is combined, the engine 1 is ignited and started, and the motor 2 compensates the torque of the engine 1 until the engine 1 is normally driven. The smoothness of the starting process of the engine 1 is ensured, and the corresponding working state adjustment of the motor 2 is carried out according to the subsequently entered running mode.
2) The engine participates in the drive mode and switches the pure electric driving mode:
the torque of the engine 1 is gradually reduced, the torque of the motor 2 is gradually increased, the driving power deficiency caused by the reduction of the torque of the engine 1 is made up, when the torque of the engine 1 is reduced to the lowest torque value, the fourth clutch 8 is quickly separated, the motor 2 is driven independently, and the pure electric driving mode is entered.
3) Engine driving state switching mode:
the engine driving state switching mode includes an engine-only driving mode and a hybrid driving mode being switched with each other, an engine-only driving mode and an engine-driving and charging mode being switched with each other, and a hybrid driving mode and a vehicle charging mode being switched with each other.
3-1) the engine single driving mode and the hybrid driving mode are switched with each other, and the method comprises the following steps:
a. the engine single drive mode switches the hybrid drive mode: the required power of the whole vehicle is increased, the vehicle needs to enter a hybrid driving mode from an engine independent driving mode, the fourth clutch 8 is in a combined state in the engine independent driving mode, the fourth clutch 8 is also in a combined state in the hybrid driving mode, the control of the fourth clutch 8 is not needed in the process, the power of the motor 2 is only needed, the torque coordination is carried out on the engine 1 and the motor 2, and meanwhile, the gear adjustment is carried out on the double-clutch transmission system 6 according to the requirement to meet the driving power requirement of the running of the whole vehicle.
b. Hybrid drive mode switching engine-only drive mode: the required power of the whole vehicle is reduced, the hybrid driving mode is required to enter the engine independent driving mode, the fourth clutch 8 is in a combined state in the engine independent driving mode, the fourth clutch 8 is also in a combined state in the hybrid driving mode, the control of the fourth clutch 8 is not needed in the process, only the motor 2 is required to stop working, the torque adjustment and the torque compensation of the motor 2 are carried out on the engine 1, and meanwhile, the gear adjustment is carried out on the double-clutch transmission system 6 according to the requirement to meet the driving power requirement of the whole vehicle in running.
3-2) the engine single driving mode and the engine driving and charging mode are mutually switched, and the method comprises the following steps:
a. the engine-alone drive mode switches the engine-drive-and-charge mode: the power of the engine 1 running in the high-efficiency interval can simultaneously meet the requirements of driving of the whole vehicle and charging of the power battery, and the power battery is in a permitted charging state. The fourth clutch 8 is in a combined state when the engine is in the independent driving mode, and the engine driving and charging mode is divided into a combined mode and a separated mode of the fourth clutch 8 according to different driving powers required by the whole vehicle. When the required power of the whole vehicle is smaller, the fourth clutch 8 is always combined, the power of the engine 1 is improved, part of the power is used for driving the motor 2 to generate electricity, and meanwhile, the double-clutch transmission system 6 adjusts gears according to the requirement to meet the requirement of the driving power of the whole vehicle; when the required power of the whole vehicle is large, the fourth clutch 8 enters a separation state from a combination state, the engine 1 improves the power, part of the power is used for driving the motor 2 to generate electricity, and meanwhile, the double-clutch transmission system 6 adjusts the gear according to the requirement to meet the requirement of the driving power of the whole vehicle.
b. The engine drive and charge mode switches the engine-only drive mode: the power of the engine 1 operating in the high-efficiency interval can meet the requirement of the driving power of the whole vehicle, and the power battery is in a state of not allowing charging. The fourth clutch 8 is in a combined state when the engine is in the independent driving mode, and the engine driving and charging mode is divided into a combined mode and a separated mode of the fourth clutch 8 according to different driving powers required by the whole vehicle. When the engine is in a driving and charging mode, if the fourth clutch 8 is in a combined state, only the motor 2 is required to stop working, torque adjustment and torque compensation of the motor 2 are carried out on the engine 1, and meanwhile, the double-clutch transmission system 6 carries out gear adjustment according to the requirement so as to meet the requirement of driving power for driving the whole vehicle; when the engine is in a driving and charging mode, if the fourth clutch 8 is in a separation state, the fourth clutch 8 is combined, the motor 2 stops working, torque adjustment and torque compensation of the motor 2 are carried out on the engine 1, and meanwhile the double-clutch transmission system 6 carries out gear adjustment according to requirements and is used for meeting the requirement of driving power for driving the whole vehicle.
3-3) the hybrid driving mode and the engine driving and charging mode are switched with each other, including:
a. hybrid drive mode switching engine drive and charge mode: when the required power of the whole vehicle is reduced and the SOC value of the power battery is lower, the hybrid driving mode enters the engine driving and charging mode. In the hybrid driving mode, the fourth clutch 8 is in a combined state, and the engine driving and charging mode is divided into a combined mode and a separated mode of the fourth clutch 8 according to different driving powers required by the whole vehicle. When the required power of the whole vehicle is lower, the engine 1 improves the power, part of the power is used for driving the motor 2 to generate electricity, and meanwhile, the double-clutch transmission system 6 adjusts the gear according to the requirement to meet the requirement of the driving power of the whole vehicle; when the required power of the whole vehicle is high, the fourth clutch 8 enters a separation state from a combination state, the engine 1 improves the power, part of the power is used for driving the motor 2 to generate electricity, and meanwhile, the double-clutch transmission system 6 adjusts the gear according to the requirement to meet the requirement of the driving power of the whole vehicle.
b. The engine driving and charging mode is switched to the hybrid driving mode: when the required power of the whole vehicle is increased and the SOC value of the power battery is higher, the hybrid driving mode is entered by the engine driving and charging mode. In the hybrid driving mode, the fourth clutch 8 is in a combined state, and the engine driving and charging mode is divided into a combined mode and a separated mode of the fourth clutch 8 according to different driving powers required by the whole vehicle. When the engine is in a driving and charging mode, if the fourth clutch 8 is in a combined state, the power of the motor 2 is adjusted, torque coordination is carried out on the engine 1 and the motor 2, and meanwhile, the double-clutch transmission system 6 carries out gear adjustment according to requirements so as to meet the requirement of driving power for driving the whole vehicle; when the engine is in a driving and charging mode, if the fourth clutch 8 is in a separation state, the fourth clutch 8 is combined to adjust the power of the motor 2, the torque coordination is carried out on the engine 1 and the motor 2, and meanwhile, the double-clutch transmission system 6 carries out gear adjustment according to the requirement to meet the driving power requirement of the whole vehicle.
When the engine single drive and hybrid drive mode enters the engine drive and charging mode, the engine drive and charging (when the power required by the whole vehicle is small) mode is preferably considered, namely, the state change of the fourth clutch 8 is avoided in the mode switching process, so that the smoothness of the whole vehicle is better.
Fifth, energy recovery mode
The fourth clutch 8 is engaged, the engine 1 does not operate, and the motor 2 generates electricity.
When the whole vehicle running process meets the energy recovery mode, the resisting moment of the wheels is transmitted to the planet carrier 503 of the single-planet-row transmission system 5 through the corresponding gears of the double-clutch transmission system 6, the single-planet-row transmission system 5 is in an interlocking state, the outer gear ring 504 of the single-planet-row transmission system 5 is subjected to the braking resisting moment of the engine 1, and the double-clutch transmission system 6 enables the energy recovery efficiency of the motor 2 to be in a higher range through gear adjustment. When the energy recovery does not meet the braking force requirement or the emergency braking is carried out, the friction braking of the brake pad is needed to carry out the auxiliary braking.
When the energy recovery mode is used, the fourth clutch 8 is in a combined state, and when the engine single drive mode, the hybrid drive mode and the engine drive and charging (when the required power of the whole vehicle is small) mode and the energy recovery mode are mutually switched, the fourth clutch 8 is not required to be controlled, and the response is quick; when the pure electric and engine driving and charging (when the required power of the whole vehicle is large) mode and the energy recovery mode are mutually switched, only the fourth clutch 8 is needed to be combined, and the response speed meets the requirement.
Sixth, parking charging mode
The fourth clutch 8 is engaged, the first clutch 607 and the second clutch 612 are disengaged, the engine 1 is driven, and the motor 2 generates electric power.
When the whole vehicle stops, if the SOC value of the power battery is at a lower value, the power of the engine 1 directly drives the motor 2 to charge the power battery, so that the SOC value of the battery is at a preset target value, and the follow-up pure electric running requirement is guaranteed.
The embodiment of the invention also provides a vehicle which comprises an engine and the hybrid transmission structure mentioned in any one of the previous embodiments.
The present invention is not limited to the above preferred embodiments, and any modifications, equivalent substitutions and improvements made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims (10)

1. A hybrid transmission structure comprises an engine and a motor, and is characterized by further comprising a transmission input shaft, a single-planet-row transmission system and a double-clutch transmission system;
the single-planet-row transmission system comprises a sun gear, a planet carrier, an outer gear ring and a planet row output gear, and the planet row output gear is connected with the planet carrier;
one end of the transmission input shaft is connected with an engine output shaft, and the other end of the transmission input shaft is connected with the outer gear ring; the transmission input shaft is also connected with the transmission shell through a one-way clutch or a brake;
the motor is connected with the transmission input shaft through a fourth clutch; the output shaft of the motor is rotatably sleeved on the input shaft of the speed changer and is connected with the sun gear;
the double-clutch transmission system comprises a first intermediate shaft, a second intermediate shaft, a transmission output shaft, a first input gear, a first-gear driving gear, a third-gear driving gear, a second input gear, a second-gear driving gear, a fourth-gear driving gear and a reverse gear, wherein the first input gear, the first-gear driving gear and the third-gear driving gear are respectively arranged on the first intermediate shaft;
the first input gear is meshed with the planet row output gear, and outputs power to the first intermediate shaft through a first clutch; the second input gear is meshed with the planet row output gear, and outputs power to the second intermediate shaft through a second clutch; the reverse gear is meshed with the first-gear driven gear, and power is output to the second intermediate shaft through a third clutch;
the first-gear driven gear and the third-gear driven gear output power to the transmission output shaft through a third-gear synchronizer; the second-gear driven gear and the fourth-gear driven gear output power to the transmission output shaft through a second-fourth-gear synchronizer; the output shaft main reduction gear is meshed with a differential main reduction gear fixedly arranged on the differential assembly.
2. The hybrid transmission gearing arrangement as recited in claim 1, wherein said first input gear, said third drive gear and said first drive gear are sequentially disposed on said first countershaft;
the second-gear driving gear, the fourth-gear driving gear, the second input gear and the reverse gear are sequentially arranged on the second intermediate shaft;
the second-gear driven gear, the fourth-gear driven gear, the third-gear driven gear, the first-gear driven gear and the output shaft main reduction gear are sequentially arranged on the transmission output shaft.
3. The hybrid transmission gearing arrangement as recited in claim 1, further comprising a dual mass flywheel, said engine output shaft being connected to one end of said transmission input shaft through said dual mass flywheel.
4. A hybrid transmission gearing arrangement as claimed in any one of claims 1 to 3, wherein said three-speed synchronizer engages said first-speed driven gear, engages said first clutch, and said dual clutch transmission system outputs power at a first-speed gear ratio;
the second-fourth gear synchronizer is combined with the second-gear driven gear and the second clutch, and the double-clutch transmission system outputs power in a second-gear transmission ratio;
the first three-gear synchronizer is combined with the third-gear driven gear and the first clutch, and the double-clutch transmission system outputs power in a third-gear transmission ratio;
the second four-gear synchronizer is combined with the fourth-gear driven gear and the second clutch, and the double-clutch transmission system outputs power in a four-gear transmission ratio;
the second-fourth gear synchronizer is combined with the second-gear driven gear, the first clutch and the third clutch, and the double-clutch transmission system outputs power in a reverse gear transmission ratio.
5. A hybrid transmission gearing arrangement as claimed in any one of claims 1-3, characterized by an engine start mode and an electric only start mode;
the engine starting mode comprises the following steps: the fourth clutch enters a slip state from a separation state, the torque of the motor is gradually increased, the rotating speed of the engine reaches a target ignition rotating speed, the fourth clutch is combined, the engine is ignited and started, and the motor carries out torque compensation on the engine until the engine is normally driven;
the pure electric starting mode comprises the following steps: the one-way clutch is locked, the fourth clutch is separated, the engine does not work, and the motor drives.
6. The hybrid transmission drive structure according to any one of claims 1 to 3, characterized by having an electric low-speed travel mode, an engine low-speed travel mode, and a low-speed hybrid drive mode;
the pure electric low-speed driving mode comprises the following steps: the one-way clutch is locked, the fourth clutch is separated, the engine does not work, and the motor drives;
the engine low-speed driving mode: the fourth clutch is combined or separated, the engine is driven, and the motor generates electricity;
the low-speed hybrid driving mode: the fourth clutch is combined, and the engine and the motor are driven together.
7. The hybrid transmission drive structure according to any one of claims 1 to 3, characterized by having a pure electric high-speed travel mode, an engine high-speed travel mode, and a hybrid drive high-speed travel mode, the engine high-speed travel mode including an engine-only drive mode and an engine-driven and charging mode;
the pure electric medium-high speed running mode comprises the following steps: the one-way clutch is locked, the fourth clutch is separated, the engine does not work, and the motor drives;
the engine-only drive mode: the fourth clutch is combined, the engine is driven, and the motor does not work;
the engine-driving and charging mode: the fourth clutch is combined or separated, the engine is driven, and the motor generates electricity;
the hybrid drive medium-high speed travel mode: the fourth clutch is combined, and the engine and the motor are driven together.
8. The hybrid transmission drive structure according to any one of claims 1 to 3, characterized by having a pure electric drive mode switching engine-participating drive mode, an engine-participating drive mode switching pure electric drive mode, an engine-alone drive mode switching hybrid drive mode, a hybrid drive mode switching engine-alone drive mode, an engine-alone drive mode switching engine-driving-and-charging mode, an engine-driving-and-charging mode switching engine-alone drive mode, a hybrid drive mode switching engine-driving-and-charging mode, and an engine-driving-and-charging mode switching hybrid drive mode;
the pure electric driving mode is switched to an engine participation driving mode: the fourth clutch enters a slip state from a separation state, the torque of the motor is gradually increased, the rotating speed of the engine reaches a target ignition rotating speed, the fourth clutch is combined, the engine is ignited and started, and the motor carries out torque compensation on the engine until the engine is normally driven;
the engine participates in the drive mode and switches the pure electric driving mode: the engine torque gradually decreases, the motor torque gradually increases and is used for making up for insufficient driving power caused by the decrease of the engine torque, when the engine torque decreases to a lowest torque value, the fourth clutch is separated, and the motor is driven independently;
the engine-only drive mode switches the hybrid drive mode: the fourth clutch is kept in a combined state, and the power of the motor coordinates the integral torque of the engine and the motor;
the hybrid drive mode switches an engine-only drive mode: keeping the fourth clutch in a combined state, stopping the motor, and performing torque adjustment and motor torque compensation on the engine;
the engine-only drive mode switches an engine-driving-and-charging mode: maintaining the fourth clutch in an engaged state, or switching the fourth clutch from the engaged state to a disengaged state; the motor generates electricity;
the engine-driving and charging mode switches an engine-alone driving mode: if the fourth clutch is in a combined state in the engine driving and charging mode, the motor stops working, and the torque of the engine is adjusted and compensated; if the fourth clutch is in a separation state when in the engine driving and charging mode, the fourth clutch is switched to a connection state, and the motor stops working;
the hybrid drive mode switches an engine drive and charge mode; when the required power of the whole vehicle is lower, the power of the engine is improved, and part of the power is used for driving the motor to generate electricity; when the required power of the whole vehicle is high, the fourth clutch is switched to a separated state, the power of the engine is improved, and part of the power is used for driving the motor to generate power;
the engine driving and charging mode is switched to a hybrid driving mode: when the engine is in the driving and charging mode, the fourth clutch is in a combined state, the power of the motor is adjusted, and the engine and the motor are subjected to torque coordination; and when the engine is in the driving and charging mode, the fourth clutch is in a separation state, the fourth clutch is switched to a combination state, the power of the motor is adjusted, and the engine and the motor are subjected to torque coordination.
9. A hybrid transmission gearing arrangement as claimed in any one of claims 1-3, characterized by an energy recovery mode and a park-charge mode;
the energy recovery mode is as follows: the fourth clutch is combined, the engine does not work, and the motor generates electricity;
the parking charging mode is as follows: the fourth clutch is combined, the first clutch and the second clutch are separated, the engine is driven, and the motor generates electricity.
10. A vehicle characterized by comprising the hybrid transmission drive structure of any one of claims 1 to 9.
CN201911083747.7A 2019-11-07 2019-11-07 Hybrid transmission structure and vehicle Active CN112780734B (en)

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