CN112848871A - Power distribution device, hybrid control device, hybrid transmission structure, and hybrid vehicle - Google Patents
Power distribution device, hybrid control device, hybrid transmission structure, and hybrid vehicle Download PDFInfo
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- CN112848871A CN112848871A CN202110102969.XA CN202110102969A CN112848871A CN 112848871 A CN112848871 A CN 112848871A CN 202110102969 A CN202110102969 A CN 202110102969A CN 112848871 A CN112848871 A CN 112848871A
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 34
- 230000005611 electricity Effects 0.000 description 8
- 238000006243 chemical reaction Methods 0.000 description 6
- 238000002485 combustion reaction Methods 0.000 description 2
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- 238000010586 diagram Methods 0.000 description 1
- 238000007599 discharging Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—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)
- Automation & Control Theory (AREA)
- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The application provides a power distribution device, a hybrid control device, a hybrid transmission structure and a hybrid vehicle. The power distribution device comprises a gear ring used for being connected with an engine, a planet wheel, a first sun wheel used for being connected with a first motor and a second sun wheel used for being connected with a second motor, wherein the shaft of the planet wheel is connected with the gear ring, and the first sun wheel and the second sun wheel are meshed with the planet wheel. The hybrid control device, the hybrid transmission structure and the hybrid vehicle all comprise the power distribution device. The application provides a power distribution device, a hybrid control device, a hybrid transmission structure and a hybrid vehicle, which can enable an engine to always work in the best working condition, and the oil consumption is very low.
Description
Technical Field
The present application relates to the field of transmission technologies, and in particular, to a power distribution device, a hybrid control device, a hybrid transmission structure, and a hybrid vehicle.
Background
Under the current technical level and application conditions, the hybrid electric vehicle is the vehicle model with the most industrialized and marketized prospects in the electric vehicles. The hybrid electric vehicle adopts the engine and the motor as the hybrid power source, has the advantages of good dynamic property of the fuel engine, fast reaction and long working time, has the advantages of no pollution and low noise of the motor, and achieves the optimal matching of the engine and the motor.
The current technology is more mature in Toyota Hybrid Systems (THS) and benthic Multi Mode Drive (IMMD). Toyota THS appears to the applicant to be more ingenious than Hotan IMMD structures. The clutch is additionally arranged on the transmission of the Honda IMMD and is used for closing when the engine directly drives the vehicle; the mode is that the clutch is used to switch the electric engine and the gasoline engine, the electric motor is used to drive the automobile and the gasoline engine is used to generate electricity and similar extended range hybrid power at low speed, the clutch is used to connect at high speed to make the engine directly drive the wheels by using fixed reduction ratio, when the speed of the automobile is reduced to a certain degree, the engine will cut off the clutch connection due to too low speed and return to the motor mode. However, honda THS can realize that the engine can drive the generator to generate electricity as soon as the engine starts to operate, and can also drive the vehicle to run at the same time. In contrast, although the honda IMMD can also achieve the above working conditions, the honda IMMD can not achieve the working of the engine, and the honda THS has a stronger oil saving effect than the honda IMMD in terms of energy conversion.
The structure of Toyota THS is a double-row planet gear structure, the structure is complex, and a power transmission system needs an oil pump for lubrication and cooling, so that the oil consumption of an engine is high.
The above problems still cannot be solved.
Disclosure of Invention
In order to solve the problems that the hybrid transmission in the prior art is complex in structure and the oil pump is required to lubricate and cool the power transmission system, so that the oil consumption of the engine is high, the application aims to provide the power distribution device, the hybrid control device, the hybrid transmission structure and the hybrid vehicle, the engine can always work under the optimal working condition, and the oil consumption is very low.
A first object of the present application is to provide a power split device, which includes a ring gear for connecting an engine, a planetary gear, a first sun gear for connecting a first motor, and a second sun gear for connecting a second motor, a shaft of the planetary gear being connected to the ring gear, the first sun gear and the second sun gear all being engaged with the planetary gear.
The power distribution device as described above, further comprising a connecting gear and a connecting shaft for connecting an engine that are connected to each other, the connecting gear being engaged with the ring gear; and/or, the solar cell further comprises a first connecting gear and a first connecting shaft which are connected with each other, wherein the first connecting shaft is connected with the first sun gear, and/or the solar cell further comprises a second connecting gear and a second connecting shaft which are connected with each other and used for connecting a first motor, and the first connecting gear is meshed with the second connecting gear; and/or, still include interconnect's third connecting gear and third connecting axle, the third connecting axle with the second sun gear is connected, and/or, still include interconnect's fourth connecting gear and be used for connecting the fourth connecting axle of first motor, the third connecting gear with fourth connecting gear meshes mutually.
The power distribution device described above, wherein when the first connecting shaft is included, the shaft of the ring gear is hollow; the first connecting shaft is sleeved in the shaft of the gear ring, and the inner diameter of the shaft of the gear ring is larger than the diameter of the first connecting shaft; and/or the third connecting shaft is also included, and the third connecting shaft is hollow; the first connecting shaft is sleeved in the third connecting shaft, and the inner diameter of the third connecting shaft is larger than the diameter of the first connecting shaft.
The power distribution device described above, wherein the planetary gear, the first sun gear, and the second sun gear are all sleeved inside the ring gear; or the planet wheel, the first sun wheel and the second sun wheel are all arranged outside the gear ring.
A second object of the present application is to provide a hybrid control apparatus for controlling a hybrid vehicle including an engine, a first motor, and a second motor, including the power split device and the power split unit as described above; the power distribution unit can receive a rotating speed signal and a torque signal transmitted by an engine controller of the hybrid automobile, a first rotating speed signal and a first torque signal of a first motor transmitted by a motor controller of the hybrid automobile, and a second rotating speed signal and a second torque signal of a second motor, can obtain an engine control signal, a first motor control signal and a second motor control signal according to the rotating speed signal, the torque signal, the first rotating speed signal, the first torque signal, the second rotating speed signal and the second torque signal, can transmit the engine control signal to the engine controller, and can transmit the first motor control signal and the second motor control signal to the motor controller.
The hybrid control device as described above, further comprising a power distribution controller that includes the power distribution unit; or the power distribution unit is arranged in the motor controller and is in signal connection with the motor controller; or the power distribution unit is arranged in the engine controller and is in signal connection with the engine controller.
A third objective of the present application is to provide a hybrid transmission structure, which includes the hybrid control device, an engine, a first motor and a second motor connected to the hybrid control device, a motor controller, an accelerator position sensor and a brake switch, which are in signal connection with a power distribution unit in the hybrid control device, and a power battery connected to the motor controller and capable of being charged and discharged through the motor controller;
the engine comprises an engine controller which is in signal connection with the power distribution unit; the engine controller is capable of measuring engine speed and generating a speed signal, and calculating engine torque and generating a torque signal, and is further capable of transmitting the speed signal and the torque signal to the power distribution unit;
the motor controller can measure the rotating speed of the first motor and generate a first rotating speed signal, measure the rotating speed of the second motor and generate a second rotating speed signal, calculate the output torque of the first motor and generate a first torque signal, calculate the output torque of the second motor and generate a second torque signal, and can also transmit the first rotating speed signal, the second rotating speed signal, the first torque signal and the second torque signal to the power distribution unit;
the throttle position sensor can acquire a throttle position signal and transmit the throttle position signal to the power distribution unit, the brake switch can acquire a brake signal and transmit the brake signal to the power distribution unit, and the power distribution unit can calculate the required torque of a driver according to the throttle position signal and the brake signal.
A fourth object of the present application is to provide a hybrid vehicle characterized by including the power distribution apparatus as described above, or the hybrid control apparatus as described above, or the hybrid transmission structure as described above.
The hybrid vehicle further comprises a differential connected with the planet wheels, and the differential is connected with the wheels through the half shafts; the planet wheels can drive the wheels when the engine drives the ring gear.
The hybrid vehicle described above, wherein, when the planetary gear is connected with a third connecting gear, the planetary gear is connected with the differential through the third connecting gear.
The power distribution device, the hybrid control device, the hybrid transmission structure and the hybrid vehicle can enable the engine to always work under the optimal working condition, and the oil consumption is very low; the engine works near the optimal working condition point, the combustion is sufficient, and the exhaust gas is cleaner; the vehicle can be started without idling (idling stop); the problems of one-time charging driving range, infrastructure and the like of the hybrid power vehicle are solved without an external charging system; the miniaturization of the power battery enables the cost and the weight to be lower than those of other electric automobiles; the engine and the motor can realize high-efficiency power complementation; the motor can be used for driving to run at low speed.
Drawings
In order to more clearly illustrate the detailed description of the present application or the technical solutions in the prior art, the drawings needed to be used in the detailed description of the present application or the prior art description will be briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative efforts.
FIG. 1 is a first structural schematic of the hybrid transmission configuration of the present application;
FIG. 2 is a second schematic structural view of the hybrid transmission configuration of the present application (with the motor controller and power cell omitted);
FIG. 3 is a third structural schematic of the hybrid transmission configuration of the present application (with the motor controller and power cell omitted);
FIG. 4 is a schematic view of the connection of parts of the power distribution apparatus of the present application;
fig. 5 is another connection diagram of part of the components of the power distribution apparatus of the present application.
Description of reference numerals:
1: an engine; 2: a motor controller; 3: a first motor; 4: a second motor; 5: a power battery; 7: a differential mechanism; 8: a half shaft; 9: a wheel;
6: a power distribution device; 61: a ring gear; 62: a planet wheel; 63: a first sun gear; 64: a second sun gear; 611: a connecting shaft; 612: a connecting gear; 6311: a first connecting shaft; 6312: a first connecting gear; 6321: a second connecting shaft; 6322: a second connecting gear; 6411: a third connecting shaft; 6412: a third connecting gear; 6421: a fourth connecting gear; 6422: and a fourth connecting shaft.
Detailed Description
The technical solutions of the present application will be described clearly and completely with reference to the following embodiments, and it should be understood that the described embodiments are some, but not all embodiments of the present application. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
In the description of the present application, it is to be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the present application and for simplicity in description, and are not intended to indicate or imply that the referenced devices or elements must have a particular orientation, be constructed in a particular orientation, and be operated in a particular manner, and are not to be construed as limiting the present application.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, features defined as "first", "second", may explicitly or implicitly include one or more of the described features. In the description of the present application, "a plurality" means two or more unless specifically limited otherwise. Furthermore, the terms "mounted," "connected," and "connected" are to be construed broadly and may, for example, be fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present application can be understood in a specific case by those of ordinary skill in the art.
As shown in fig. 1 to 5, an embodiment of the present application provides a hybrid transmission structure including an engine 1, a first electric machine 3, a second electric machine 4, and a power split device 6, where the power split device 6 includes a ring gear 61, a planetary gear 62, a first sun gear 63, and a second sun gear 64, a shaft of the planetary gear 62 is connected to the ring gear 61, and both the first sun gear 63 and the second sun gear 64 are meshed with the planetary gear 62; the engine 1 is connected to the ring gear 61, the first sun gear 63 is connected to the first electric machine 3, and the second sun gear 64 is connected to the second electric machine 4. When the engine 1 drives the ring gear 61, the planet wheels 62 can drive the first electric machine 3 and the second electric machine 4; when the first electric machine 3 drives the first sun gear 63, the planet gears 62 can drive the engine 1 and the second electric machine 4; when the engine 1 drives the ring gear 61 and the first electric machine 3 drives the first sun gear 63, the planet wheels 62 can drive the second electric machine depending on the difference in rotational speed between the ring gear 61 and the sun gear 63. Preferably, the toothing of the first sun gear 63 and the toothing of the planet gears 62 are adapted to each other, and the toothing of the second sun gear 64 and the toothing of the planet gears 62 are adapted to each other.
In a specific embodiment, the power split device 6 further includes a connecting shaft 611 and a connecting gear 612 connected to each other, the connecting shaft 611 being connected to the engine 1, and the connecting ring gear 612 being engaged with the ring gear 61;
and/or the power distribution device 6 further comprises a first connecting shaft 6311 and a first connecting gear 6312 which are connected with each other, and a second connecting shaft 6321 and a second connecting gear 6322 which are connected with each other, wherein the first connecting gear 6312 is meshed with the second connecting gear 6322, the first connecting shaft 6311 is connected with the first sun gear 63, and the second connecting shaft 6321 is connected with the first motor 3; the structure among the ring gear 61, the planet gears 62, the first sun gear 63 and the second sun gear 64 may be, for example, that the planet gears 62, the first sun gear 63 and the second sun gear 64 are all sleeved in the ring gear 61, and the shaft of the ring gear 61 is hollow; the first connecting shaft 6311 is sleeved in the shaft of the gear ring 61, and the inner diameter of the shaft of the gear ring 61 is larger than the diameter of the first connecting shaft 6311; thereby, the first sun gear 64 is connected with the first motor 3 through the first connection shaft 6311, the first connection gear 6312, the second connection gear 6322, and the second connection shaft 6321;
and/or, the power distribution device 6 further includes a third connecting shaft 6411 and a third connecting gear 6412 connected to each other, and a fourth connecting shaft 6421 and a fourth connecting gear 6422 connected to each other, the third connecting gear 6412 is meshed with the fourth connecting gear 6422, the third connecting shaft 6411 is connected with the second sun gear 64, and the fourth connecting shaft 611 is connected with the second motor 4; thereby, the second sun gear 64 is connected to the second motor 4 through the third connecting shaft 6411, the third connecting gear 6412, the fourth connecting gear 6422, and the fourth connecting shaft 6421.
In specific implementation, the hybrid transmission structure provided by the embodiment of the present application further includes a motor controller 2, and the motor controller 2 is connected to the first motor 3 and the second motor 4. Hybrid vehicles are generally provided with a power battery 5, and specifically, the motor controller 3 is also connected with the power battery 5.
The present application further provides a hybrid vehicle including the hybrid transmission structure as described above.
The hybrid vehicle provided by the application further comprises a differential 7 connected with the planet wheels 62, wherein the differential 7 is connected with wheels 9 through half shafts 8; the planet wheels 62 can drive the wheels 9 when the engine 1 drives the ring gear 61. When the planet gear 62 is connected to a third connecting gear 6412, the planet gear 62 is connected to the differential 7 via the third connecting gear 6412.
When the vehicle is started or accelerated, if the discharge power of the power battery can meet the torque required by a driver, the power battery supplies electric energy to the second motor to drive the vehicle to run, the engine is not started, and the first motor idles;
when the discharge power of the power battery cannot meet the required torque of a driver, the required torque of the driver is increased or the SOC of the power battery is too low, the power battery supplies power to the first motor while supplying power to the second motor through the motor controller, and the first motor supplies power to the engine through the first sun gear under the control of the reaction force of the second motor to start the engine; after the engine is started, the first motor starts to generate power, the motor controller ensures that the engine works in an optimal oil consumption interval by adjusting the generated energy of the first motor, and the electric energy generated by the first motor charges a battery through the motor controller or directly supplies power to the second motor; the output power of the engine is related to whether the power battery needs to be charged, if the power battery needs to be charged, the output power of the engine is equal to the charging power of the battery + the required torque of the driver/9550 (no transmission loss is considered), and if the power battery does not need to be charged, the output power of the engine is equal to the required torque of the driver/9550 (no transmission loss is considered).
When the torque required by the vehicle is reduced until the torque is negative (an accelerator pedal is released or a brake is stepped on), the engine stops injecting oil, the first motor idles, the second motor generates electricity under the dragging of wheels (through a differential mechanism), so that energy recovery is realized, and the electric energy of the second motor is stored in a power battery through a motor controller.
When the vehicle backs, the required torque of the driver is negative, and when the discharge power of the battery meets the required torque of the driver, the power battery supplies power to the second motor through the motor controller to drive the vehicle to back; when the discharge power of the power battery cannot meet the required torque of a driver (the absolute value of the required torque of the driver is increased or the SOC of the power battery is too low), the power battery supplies power to the first motor while supplying power to the second motor through the motor controller, and the first motor supplies power to the engine through the first sun gear under the control of the reaction force of the second motor to start the engine; after the engine is started, the first motor generates power, and the electric energy generated by the first motor supplies power to the second motor through the motor controller and charges the power battery. The output power of the engine is | driver demand torque | × rotational speed of the third connecting shaft/9550 (no transmission loss is considered), and after the engine is started, the second output torque of the motor is driver demand torque | (fourth connecting gear tooth number/third connecting gear tooth number) - | first motor output torque |/(second connecting gear tooth number/first connecting gear tooth number/third connecting gear tooth number/fourth connecting gear tooth number) (no transmission loss is considered).
The following describes a structure of a hybrid transmission and power transmission of a hybrid vehicle provided by an embodiment of the present application, taking as an example a specific embodiment shown in fig. 1 to 4.
1. When the vehicle starts or the vehicle speed is in a range from low speed to medium speed, the engine 1 is stopped and is powered by the power battery 5. At this time, the power battery 5 supplies power to the second electric machine 2 through the electric machine controller 3, the electric machine controller 3 does not output current to the first electric machine 4, so that the first electric machine 4 does not output torque (i.e. does not output power, i.e. is called idle running), and the second electric machine 2 directly drives the vehicle to run.
2. When the vehicle is normally running, the motor controller 3 does not charge the battery 5, and the engine 1 transmits power to the ring gear 61 through the connecting shaft 611 and the input gear 612; the ring gear 61 transmits the power of the engine 1 to the planetary gear 62 through the shaft of the planetary gear 62; through the meshing of the planetary gear 62 and the first sun gear 63, the planetary gear 62 transmits a part of the power of the engine 1 to the first motor 3 through the first sun gear 63, so as to drive the first motor 3 to generate electricity, and the electricity generated by the first motor 3 can in turn drive the second motor 4; through the meshing of the planet wheels 62 and the second sun gear 64, the planet wheels 62 jointly act on the differential 7 through the second sun gear 64 and the power output by the third connecting gear 6411 and the fourth connecting gear 6421 to drive the vehicle to move forwards; the power split device 6 can maximize the overall powertrain efficiency of the vehicle.
3. When the vehicle is accelerated rapidly, the power battery 5 supplies power to the second motor 4 through the motor controller 2 and simultaneously supplies the electric energy generated by the first motor 3 to the second motor 4 while the power output of the engine 1 is increased, and the torque of the third connecting shaft 6411 and the torque of the second motor 4 act on the differential 7, so that the vehicle can be accelerated rapidly.
4. When the vehicle decelerates and brakes, the power of the wheels 9 is used to drive the second motor 4 to generate electricity, and the generated electric energy is stored in the power battery 5.
5. When the power battery 5 needs to be charged, the first motor 3 can charge the power battery 5.
6. When the vehicle stops, the engine 1 stops rotating.
The following describes a structure of a hybrid transmission and a control principle of a hybrid vehicle provided by an embodiment of the present application, taking as an example a specific embodiment shown in fig. 1 to 3.
1. If the engine 1 outputs power to drive the power split device 6, so that the first electric machine 2 generates electricity, and the motor controller 3 outputs no current to the second electric machine 4, so that the second electric machine 4 outputs no torque (i.e., no power output, i.e., what is commonly referred to as idling), regardless of the efficiency of transmission and conversion of mechanical energy into electrical energy, then:
P2＝P1-P3
where P1 is the output power of the engine 1, P2 is the output power of the third connecting shaft 6411, and P3 is the generated power of the first motor 2.
2. If the engine 1 outputs power to drive the power split device 6, so that the first electric machine 2 generates electricity, and the second electric machine 4 outputs power equal to that of the first electric machine 2, irrespective of the transmission and the efficiency of conversion of mechanical energy into electrical energy:
P1＝P4+P2＝P3+P2
where P1 is the output power of the engine 1, P2 is the output power of the third connecting shaft 6411, P3 is the generated power of the first motor 2, and P4 is the output power of the second motor 4.
3. According to the value of soc, the driving mode of the whole vehicle can be divided into 3 driving modes. The following is to calculate the required power of the input shaft 63 in different driving modes according to the driving required torque, specifically:
3.1 the driving is high soc when the pure power battery 5 is driven, and the required driving power is less than or equal to the discharging power of the power battery 5;
3.2 when the engine 1, the first motor 2 and the second motor 4 drive the hybrid vehicle at the same time (i.e. the generated power P3 of the first motor 2 is equal to the output power P4 of the second motor 4), the required power for driving is equal to the power of the engine 1 (i.e. the output power of the driving wheels of the hybrid vehicle);
3.3 the output power of the engine 1, the power generated by the first motor 2, and the output power of the second motor 4 are smaller than the power generated by the first motor 2, and at this time, when the soc is low, the output power P1 of the engine 1 (i.e., the power of the traction wheels) is equal to the driving demand power + the power generated by the first motor 2, P3 — the output power P4 of the second motor 4.
3.4 the required power of the engine can be calculated according to the required torque of driving, the power P of the engine is n (rotating speed rpm) M (torque Nm)/9550, and the engine can be ensured to work in the optimal efficiency interval by adjusting the torque of the motor 1.
According to the power transmission and control principle, the hybrid power transmission structure and the hybrid electric vehicle provided by the application can realize the following beneficial effects:
1. the engine always works in the best working condition, and the oil consumption is very low;
2. the engine works near the optimal working condition point, the combustion is sufficient, and the exhaust gas is cleaner; the vehicle can be started without idling (idling stop);
3. the hybrid vehicle does not need an external charging system, and the problems of one-time charging driving range, infrastructure and the like are solved;
4. the miniaturization of the power battery enables the cost and the weight to be lower than those of other electric automobiles;
5. the engine and the motor can realize high-efficiency power complementation; the motor can be used for driving to run at low speed.
Finally, it should be noted that: the above embodiments are only used for illustrating the technical solutions of the present application, and not for limiting the same; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present application.
Claims (10)
1. The power distribution device is characterized by comprising a gear ring used for being connected with an engine, a planetary gear, a first sun gear used for being connected with a first motor and a second sun gear used for being connected with a second motor, wherein the shaft of the planetary gear is connected with the gear ring, and the first sun gear and the second sun gear are meshed with the planetary gear.
2. The power distribution device according to claim 1, further comprising a connecting gear and a connecting shaft for connecting an engine that are connected to each other, the connecting gear being meshed with the ring gear;
and/or the presence of a gas in the gas,
the first connecting shaft is connected with the first sun gear, and/or the second connecting shaft is connected with the second connecting gear and a second motor, and the first connecting gear is meshed with the second connecting gear;
and/or the presence of a gas in the gas,
still include interconnect's third connecting gear and third connecting axle, the third connecting axle with the second sun gear is connected, and/or, still include interconnect's fourth connecting gear and the fourth connecting axle that is used for connecting first motor, the third connecting gear with fourth connecting gear meshes mutually.
3. The power distribution apparatus according to claim 2, wherein, when including the first connecting shaft,
the shaft of the gear ring is hollow; the first connecting shaft is sleeved in the shaft of the gear ring, and the inner diameter of the shaft of the gear ring is larger than the diameter of the first connecting shaft;
and/or the presence of a gas in the gas,
the third connecting shaft is also included, and the third connecting shaft is hollow; the first connecting shaft is sleeved in the third connecting shaft, and the inner diameter of the third connecting shaft is larger than the diameter of the first connecting shaft.
4. The power distribution device according to any one of claims 1 to 3, wherein the planetary gear, the first sun gear, and the second sun gear are all fitted inside the ring gear; or the planet wheel, the first sun wheel and the second sun wheel are all arranged outside the gear ring.
5. A hybrid control apparatus for controlling a hybrid vehicle including an engine, a first electric machine, and a second electric machine, characterized by comprising the power distribution apparatus and the power distribution unit according to any one of claims 1 to 4; the power distribution unit can receive a rotating speed signal and a torque signal transmitted by an engine controller of the hybrid automobile, a first rotating speed signal and a first torque signal of a first motor transmitted by a motor controller of the hybrid automobile, and a second rotating speed signal and a second torque signal of a second motor, can obtain an engine control signal, a first motor control signal and a second motor control signal according to the rotating speed signal, the torque signal, the first rotating speed signal, the first torque signal, the second rotating speed signal and the second torque signal, can transmit the engine control signal to the engine controller, and can transmit the first motor control signal and the second motor control signal to the motor controller.
6. The hybrid control device according to claim 5, further comprising a power distribution controller that includes the power distribution unit; or the power distribution unit is arranged in the motor controller and is in signal connection with the motor controller; or the power distribution unit is arranged in the engine controller and is in signal connection with the engine controller.
7. A hybrid transmission structure, comprising the hybrid control device of claim 5 or 6, an engine, a first motor and a second motor connected with the hybrid control device, a motor controller, a throttle position sensor and a brake switch in signal connection with a power distribution unit in the hybrid control device, and a power battery connected with the motor controller and capable of being charged and discharged through the motor controller;
the engine comprises an engine controller which is in signal connection with the power distribution unit; the engine controller is capable of measuring engine speed and generating a speed signal, and calculating engine torque and generating a torque signal, and is further capable of transmitting the speed signal and the torque signal to the power distribution unit;
the motor controller can measure the rotating speed of the first motor and generate a first rotating speed signal, measure the rotating speed of the second motor and generate a second rotating speed signal, calculate the output torque of the first motor and generate a first torque signal, calculate the output torque of the second motor and generate a second torque signal, and can also transmit the first rotating speed signal, the second rotating speed signal, the first torque signal and the second torque signal to the power distribution unit;
the throttle position sensor can acquire a throttle position signal and transmit the throttle position signal to the power distribution unit, the brake switch can acquire a brake signal and transmit the brake signal to the power distribution unit, and the power distribution unit can calculate the required torque of a driver according to the throttle position signal and the brake signal.
8. A hybrid vehicle characterized by comprising a power distribution apparatus according to any one of claims 1 to 4, or a hybrid control apparatus according to claim 5 or 6, or a hybrid transmission structure according to claim 7.
9. The hybrid vehicle of claim 8, further comprising a differential connected to the planet gears, the differential connecting a wheel through a half shaft; the planet wheels can drive the wheels when the engine drives the ring gear.
10. The hybrid vehicle of claim 9, wherein when a third connecting gear is connected to the planetary gear, the planetary gear is connected to the differential through the third connecting gear.
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