CN113329898A - Hybrid power system - Google Patents

Hybrid power system Download PDF

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Publication number
CN113329898A
CN113329898A CN201980089852.3A CN201980089852A CN113329898A CN 113329898 A CN113329898 A CN 113329898A CN 201980089852 A CN201980089852 A CN 201980089852A CN 113329898 A CN113329898 A CN 113329898A
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China
Prior art keywords
gear
engaged
synchromesh mechanism
engine
clutch unit
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Pending
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CN201980089852.3A
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Chinese (zh)
Inventor
李至浩
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Schaeffler Technologies AG and Co KG
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Schaeffler Technologies AG and Co KG
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Publication of CN113329898A publication Critical patent/CN113329898A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; 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
    • 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
    • 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
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; 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 driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • 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
    • B60K6/48—Parallel type
    • 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
    • B60K6/42—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
    • B60K6/48—Parallel type
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • 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
    • B60K6/48—Parallel type
    • B60K2006/4833—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range
    • 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
    • B60K2006/541—Transmission for changing ratio without reverse ratio using instead electric reversing
    • 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
    • F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six 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
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • 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)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

A hybrid power system. The hybrid power system comprises an electric motor, a double clutch and a speed changer with three synchronous meshing mechanisms, can realize the same or more gears and working modes as the hybrid power system adopting the electric motor and the hybrid power special speed changer in the prior art through reasonable structural design, and has simpler structure, more compact size and lower cost compared with the hybrid power system adopting the electric motor and the hybrid power special speed changer in the prior art.

Description

Hybrid power system Technical Field
The present invention relates to the field of vehicles, and more particularly to a hybrid powertrain system.
Background
In the prior art, a hybrid system of a hybrid type or a plug-in hybrid system may include an electric machine and a so-called hybrid transmission, and such a hybrid system has a high flexibility and a high degree of modularity.
As an example of the above-described hybrid system including one motor and a hybrid-dedicated transmission, there is a hybrid system having a structure including an engine, one motor, a transmission including five synchromesh mechanisms, a single clutch between the engine and the motor, and a double clutch between the motor and the transmission, an output shaft of the engine being drivingly coupled with an input/output shaft of the motor through the single clutch, and an input/output shaft of the motor being drivingly coupled with an input shaft of the transmission through the double clutch.
Since the hybrid system has a single clutch and a double clutch having two clutch units, and five synchromesh mechanisms are provided inside the transmission, the structural design of the hybrid system is complicated. This will lead to high effort and cost for integrating the components of the hybrid system, and will also lead to large size of the module of the integrated hybrid system, resulting in large overall layout of the hybrid system.
As another example of the above-described hybrid system including one motor and a hybrid-dedicated transmission, there is another hybrid system having a structure including an engine, one motor, a transmission including four synchromesh mechanisms, and a separate clutch between the engine and the transmission, an output shaft of the engine being drivingly coupled with a first input shaft of the transmission through the separate clutch, and an input/output shaft of the motor being drivingly coupled with a second input shaft of the transmission through a gear train.
Although the hybrid system includes only one clutch, the transmission is internally provided with four synchromesh mechanisms, and further includes a reverse gear pair that functions in a pure engine drive mode, so that the structural design of the hybrid system is also complicated.
Disclosure of Invention
The present invention has been made in view of the above-mentioned drawbacks of the prior art. The invention aims to provide a novel hybrid power system which is simpler in structure, more compact in size and lower in cost compared with a hybrid power system adopting a motor and a hybrid power special transmission in the prior art.
In order to achieve the above object, the present invention adopts the following technical solutions.
The present invention provides a hybrid system including: a transmission, the transmission including a first input shaft, a second input shaft, an output shaft and an intermediate shaft, the second input shaft being externally fitted over the first input shaft and the second input shaft and the first input shaft being capable of rotating independently, the output shaft being provided with a first synchronous meshing mechanism and a second synchronous meshing mechanism, the intermediate shaft being provided with a third synchronous meshing mechanism, a gear corresponding to the first synchronous meshing mechanism being constantly meshed with a gear fixed to the second input shaft, a gear corresponding to the second synchronous meshing mechanism being constantly meshed with a gear fixed to the first input shaft, a gear corresponding to the third synchronous meshing mechanism being constantly meshed with a gear fixed to the second input shaft, the intermediate shaft being further fixed with an intermediate shaft input/output gear, the input/output gear of the intermediate shaft and the gear fixed on the first input shaft are always in a meshed state; the input/output shaft of the motor is in transmission connection with the second input shaft; and an engine and a dual clutch, the engine being drivingly coupleable with the first input shaft and the second output shaft via the dual clutch.
Preferably, an input/output shaft of the motor is directly connected coaxially with the second input shaft.
More preferably, the double clutch is disposed inside a rotor of the motor.
Preferably, the motor is always in transmission connection with the second input shaft through a gear pair formed by a gear corresponding to the first synchronous meshing mechanism and a gear fixed to the second input shaft; or the motor is always in transmission connection with the second input shaft through a gear pair formed by a gear corresponding to the third synchronous meshing mechanism and a gear fixed to the second input shaft.
Preferably, the gear fixed to the second input shaft and the gear corresponding to the first synchromesh mechanism are always in a meshed state, and are also always in a meshed state with the gear corresponding to the third synchromesh mechanism.
Preferably, one of the gears fixed to the first input shaft and the counter shaft input/output gear, which is always in a meshed state with the gear corresponding to the second synchromesh mechanism, is always in a meshed state with the counter shaft input/output gear.
Preferably, the hybrid power system further comprises a control module, wherein the control module can control the hybrid power system to enable the hybrid power system to realize a pure motor drive mode, a pure engine drive mode and/or a hybrid drive mode, wherein when the hybrid power system is in the pure motor drive mode, the engine is in a stop state, the motor is in a running state, the first clutch unit and the second clutch unit of the double clutches are both separated, and the synchronous engagement mechanism of the transmission is engaged with the corresponding gear, so that the motor alone transmits torque to the transmission for driving; when the hybrid power system is in the pure engine driving mode, the engine is in a running state, the motor is in a stopping state, the first clutch unit or the second clutch unit of the double clutches is engaged, and the synchronous meshing mechanism of the transmission is engaged with the corresponding gear, so that the engine alone transmits torque to the transmission for driving; and/or when the hybrid power system is in the hybrid driving mode, the engine and the motor are in a running state, the first clutch unit or the second clutch unit of the double clutches is engaged, and the synchronous meshing mechanism of the transmission is engaged with the corresponding gear, so that the engine and the motor transmit torque to the transmission for driving.
More preferably, when the hybrid system is in the electric-only drive mode, the first synchromesh mechanism is engaged with the corresponding gear, and the second synchromesh mechanism and the third synchromesh mechanism are each in a neutral state disengaged from the corresponding gear; or the first synchromesh mechanism is in a neutral state of being disengaged from the corresponding gear, and the second synchromesh mechanism and the third synchromesh mechanism are engaged with the corresponding gear, respectively.
More preferably, when the hybrid system is in the engine-only drive mode, the first clutch unit is engaged and the second clutch unit is disengaged, the first synchromesh mechanism and the third synchromesh mechanism are engaged with the corresponding gears, respectively, and the second synchromesh mechanism is in a neutral state disengaged from the corresponding gears; or the first clutch unit is engaged and the second clutch unit is disengaged, the first synchromesh mechanism is engaged with the corresponding gear, and the second synchromesh mechanism and the third synchromesh mechanism are both in a neutral state of being disengaged from the corresponding gear; or the first clutch unit is disengaged and the second clutch unit is engaged, the second synchromesh mechanism and the third synchromesh mechanism are both in a neutral state disengaged from the corresponding gear, and the first synchromesh mechanism is engaged with the corresponding gear.
More preferably, when the hybrid system is in the hybrid drive mode, the first clutch unit is engaged and the second clutch unit is disengaged, the first synchromesh mechanism is engaged with the corresponding gear, the second synchromesh mechanism is in a neutral state disengaged from the corresponding gear, and the third synchromesh mechanism is engaged with the corresponding gear; or the first clutch unit is engaged and the second clutch unit is disengaged, the first synchromesh mechanism is engaged with the corresponding gear, the second synchromesh mechanism is engaged with the corresponding gear, and the third synchromesh mechanism is in a neutral state of being disengaged from the corresponding gear; or the first clutch unit is separated, the second clutch unit is connected, the first synchronous meshing mechanism is connected with the corresponding gear, and the second synchronous meshing mechanism and the third synchronous meshing mechanism are both in a neutral state of being disconnected from the corresponding gear.
More preferably, the control module is capable of controlling the hybrid system to achieve an idle charge mode of the hybrid system, when the hybrid system is in the idle charge mode, the engine and the motor are both in an operating state, the first clutch unit of the dual clutch is disengaged and the second clutch unit is engaged, and all synchromesh mechanisms of the transmission are in a neutral state of being disengaged from the corresponding gears, so that the engine transmits torque to the motor to cause the motor to charge the battery.
More preferably, the control module is capable of controlling the hybrid system to achieve a start-while-running engine mode of the hybrid system, when the hybrid system is in the start-while-running engine mode, the engine and the motor are both in an operating state, a first clutch unit of the double clutch is disengaged and a second clutch unit is engaged, the first synchromesh mechanism is engaged with the corresponding gear, and the second synchromesh mechanism and the third synchromesh mechanism are both in a neutral state in which they are disengaged from the corresponding gear, so that the motor transmits torque to the transmission while transmitting torque to the engine for starting the engine.
By adopting the technical scheme, the invention provides the hybrid power system which comprises the motor, the double clutch and the transmission with the three synchronous meshing mechanisms, can realize the same or more gears and working modes as the hybrid power system adopting the motor and the special hybrid power transmission in the prior art through reasonable structural design, and has simpler structure, more compact size and lower cost compared with the hybrid power system adopting the motor and the special hybrid power transmission in the prior art.
Drawings
Fig. 1 shows a schematic diagram of a connection structure of a hybrid system according to an embodiment of the present invention.
Fig. 2a is an explanatory diagram for explaining a transmission path of torque for driving of the electric machine in the transmission when the hybrid system in fig. 1 is in the first electric-only driving mode; fig. 2b is an explanatory diagram for explaining a transmission path of torque for driving of the electric machine in the transmission when the hybrid system in fig. 1 is in the second electric-only driving mode; fig. 2c is an explanatory diagram for explaining a transmission path of torque for driving of the electric machine in the transmission when the hybrid system in fig. 1 is in the third electric-only driving mode; fig. 2d is an explanatory diagram for explaining a transmission path of torque for driving of the electric machine in the transmission when the hybrid system in fig. 1 is in the fourth electric-only driving mode.
FIG. 3a is an explanatory diagram for explaining the transmission path of torque for driving of the engine in the transmission when the hybrid system in FIG. 1 is in the first engine-only drive mode; FIG. 3b is an explanatory diagram illustrating the transmission path of torque for driving of the engine in the transmission when the hybrid powertrain of FIG. 1 is in a second engine-only drive mode; FIG. 3c is an explanatory diagram illustrating the transmission path of torque for driving of the engine in the transmission when the hybrid powertrain of FIG. 1 is in a third engine-only drive mode; FIG. 3d is an explanatory diagram illustrating the transmission path of torque for driving of the engine in the transmission when the hybrid powertrain of FIG. 1 is in a fourth engine-only drive mode; FIG. 3e is an explanatory diagram illustrating the transmission path of torque for driving of the engine in the transmission when the hybrid powertrain of FIG. 1 is in a fifth engine-only drive mode; FIG. 3f is an explanatory diagram illustrating the transmission path of torque for driving of the engine in the transmission when the hybrid powertrain of FIG. 1 is in a sixth pure engine drive mode; FIG. 3g is an explanatory diagram illustrating the transmission path of torque for driving of the engine in the transmission when the hybrid powertrain of FIG. 1 is in a seventh pure engine drive mode; fig. 3h is an explanatory diagram for explaining a transmission path of torque for driving of the engine in the transmission when the hybrid system in fig. 1 is in the eighth pure engine drive mode.
Fig. 4 is an explanatory diagram for explaining a transmission path of torque of the engine when the hybrid system in fig. 1 is in the idle charge mode.
Fig. 5a is an explanatory diagram for explaining a transmission path of torque of the motor when the hybrid system in fig. 1 is in the first travel-time engine start mode; fig. 5b is an explanatory diagram for explaining a transmission path of torque of the motor when the hybrid system in fig. 1 is in the second travel-time engine start mode.
Fig. 6a to 6d are schematic diagrams of connection structures of modifications of the hybrid system in fig. 1.
Description of the reference numerals
ICE engine K1 first clutch unit K2 second clutch unit EM motor DCT S11 first input shaft S12 second input shaft S2 output shaft S3 intermediate shaft G11-G5 gear A1 first synchromesh mechanism A2 second synchromesh mechanism A3 third synchromesh mechanism DM differential TI wheel
Detailed Description
The following detailed description of the embodiments of the present invention will be made with reference to the accompanying drawings. In the present invention, "drive coupling" means that a driving force/torque can be transmitted between two members, and means that the driving force/torque is transmitted between the two members by direct connection or via a gear mechanism, unless otherwise specified.
(Structure of hybrid System according to an embodiment of the present invention)
As shown in fig. 1, the hybrid system according to an embodiment of the present invention includes an engine ICE, an electric motor EM, a dual clutch (first clutch unit K1 and second clutch unit K2), a transmission DCT, a differential DM, and a battery (not shown).
Specifically, in the present embodiment, the engine ICE is, for example, a four-cylinder engine. The engine ICE is located on the opposite side of the transmission DCT with respect to the electric machine EM, and an output shaft of the engine ICE is drivingly coupled with the first input shaft S11 and the second input shaft S12 of the transmission DCT via the double clutches (the first clutch unit K1 and the second clutch unit K2). When the first clutch unit K1 or the second clutch unit K2 of the dual clutch is engaged, the output shaft of the engine ICE is drivingly coupled to the first input shaft S11 or the second input shaft S12 of the transmission DCT; when the first and second clutch units K1, K2 of the dual clutch are both disengaged, the output shaft of the engine ICE is drivingly coupled to both the first and second input shafts S11, S12 of the transmission DCT.
In the present embodiment, the input/output shaft of the electric motor EM is directly connected coaxially with the second input shaft S12 of the transmission DCT, so that the driving force/torque can be transmitted bidirectionally between the electric motor EM and the transmission DCT. The above "directly connected in a coaxial manner" means that the input/output shaft of the electric machine EM and the second input shaft S12 of the transmission DCT may be the same shaft or that the input/output shaft of the electric machine EM and the second input shaft S12 of the transmission DCT are both rigidly connected in a coaxial manner. In the case where the electric machine EM is supplied with electric power from a battery (not shown), the electric machine EM serves as a motor to transmit driving force/torque to the second input shaft S12 of the transmission DCT, and in the case where the electric machine EM obtains driving force/torque from the second input shaft S12, the electric machine EM serves as a generator to charge the battery.
In the present embodiment, the dual clutches (the first clutch unit K1 and the second clutch unit K2) are, for example, conventional friction type dual clutches, and the structure of the dual clutches is not specifically described here. In addition, in the present embodiment, the double clutch may be integrated to the inside of the rotor of the motor EM, so that the axial dimension of the entire hybrid system can be shortened.
In the present embodiment, a battery (not shown) is electrically connected to the motor EM so that the battery can supply electric power to the motor EM and can be charged by the motor EM.
Further, in the present embodiment, as shown in fig. 1, the transmission DCT includes the first input shaft S11, the second input shaft S12, the output shaft S2, and the intermediate shaft S3. The first input shaft S11 is a solid shaft, the second input shaft S12 is a hollow shaft, the first input shaft S11 passes through the inside of the second input shaft S12, i.e., the second input shaft S12 is externally sleeved on the first input shaft S11, and the central axis of the first input shaft S11 coincides with the central axis of the second input shaft S12. The first input shaft S11 and the second input shaft S12 are capable of rotating independently of each other. The output shaft S2 is arranged in parallel with the first input shaft S11 and the second input shaft S12 being spaced apart and the intermediate shaft S3 is arranged in parallel with the first input shaft S11 and the second input shaft S12 being spaced apart.
In addition, the transmission DCT includes a plurality of gear gears (gears G11-G33) disposed on each shaft, synchromeshing mechanisms A1-A3, and an output gear (gear G4) of the transmission DCT. The first synchromesh mechanism a1 and the second synchromesh mechanism a2 are provided on the output shaft S2, and the third synchromesh mechanism A3 is provided on the counter shaft S3. Each of the synchromesh mechanisms a1, a2, A3 includes a synchronizer and a gear actuator and corresponds to two gear gears, respectively, the first synchromesh mechanism a1 corresponds to the gears G21, G22, the second synchromesh mechanism a2 corresponds to the gears G23, G24, and the third synchromesh mechanism A3 corresponds to the gears G31, G32.
The gear pair formed between the gears of each shaft of the transmission DCT will be described below.
The gear G11 is fixed to the second input shaft S12, the gear G21 is provided on the output shaft S2, and the gear G11 and the gear G21 are always in a meshed state to constitute a first gear pair.
The gear G31 is arranged on the intermediate shaft S3, and the gear G11 is always meshed with the gear G31 to form a second gear pair.
The gear G12 is fixed to the second input shaft S12 at a distance from the gear G11, the gear G22 is provided to the output shaft S2 at a distance from the gear G21, and the gear G12 and the gear G22 are always in a meshed state to constitute a third gear pair.
The gear G32 is disposed on the intermediate shaft S3 spaced apart from the gear G31, and the gear G12 is also always in mesh with the gear G32 to constitute a fourth gear pair.
The gear G13 is fixed to the first input shaft S11, the gear G23 is provided on the output shaft S2 spaced apart from the gear G22, and the gear G13 and the gear G23 are always in mesh to constitute a fifth gear pair.
Gear G33 (a countershaft input/output gear as countershaft S3) is fixed to countershaft S3 with a spacing from gear G32, and gear G13 is also in meshing engagement with gear G33 at all times to constitute a sixth gear pair.
The gear G14 is fixed to the first input shaft S11 with a gap from the gear G13, the gear G24 is provided to the output shaft S2 with a gap from the gear G23, and the gear G14 and the gear G24 are always in a meshed state to constitute a seventh gear pair.
In this way, by adopting the above-described structure such that the plurality of stage gears G11-G33 of the transmission DCT are meshed with each other to constitute seven gear pairs respectively corresponding to the plurality of stages of the transmission DCT, the synchromesh mechanisms a1-A3 can be engaged with or disengaged from the corresponding stage gears to effect gear shifting. When a transmission DCT is required to shift gears, the synchronizers of the corresponding synchromesh mechanisms a1-A3 act to engage with the respective gear gears to achieve selective drive coupling or decoupling between the shafts.
In the present embodiment, the differential input gear of the differential DM is always in mesh with the gear G4 of the transmission DCT that is fixed to the output shaft S2, so that the differential DM and the output shaft S2 of the transmission DCT are always in drive coupling. In the present embodiment, the differential DM is not included in the transmission DCT, but the differential DM may be integrated into the transmission DCT as needed.
In this way, the driving force/torque from the engine ICE and the electric machine EM can be transmitted to the differential DM via the transmission DCT to be further output to the wheels TI of the vehicle.
The specific structure of the hybrid system according to an embodiment of the present invention is described above in detail, and the operation mode and the torque transmission path of the hybrid system will be described below.
(operation mode of hybrid system and Torque Transmission Path according to one embodiment of the present invention)
The hybrid system according to an embodiment of the present invention shown in fig. 1 has eight operation modes, which are a pure motor drive mode, a pure engine drive mode, a hybrid drive mode, a charge mode at idle, a start-up engine-on-travel mode (an operation mode in which the engine is started while a pure motor-driven vehicle travels), a braking energy recovery mode, a point-of-load shift mode, and a torque compensation mode at gear shift, respectively.
The operating states of the electric machine EM, the engine ICE, the first clutch unit K1, the second clutch unit K2, the first synchromesh mechanism a1, the second synchromesh mechanism a2, and the third synchromesh mechanism A3 in the first five operating modes of the above-described eight operating modes are shown in table 1 below.
[ TABLE 1 ]
Figure PCTCN2019076698-APPB-000001
Figure PCTCN2019076698-APPB-000002
The contents of table 1 above are explained as follows.
1. About the modes in Table 1
EM1 to EM4 represent four pure electric machine drive modes, where EM1 can also be used in reverse gear situations.
ICE 1-ICE 8 represent eight pure engine-driven modes.
Hybrid1 to Hybrid10 indicate ten Hybrid driving modes, in which Hybrid1 corresponds to EM1+ ICE1, Hybrid2 corresponds to EM1+ ICE2, Hybrid3 corresponds to EM1+ ICE3, Hybrid4 corresponds to EM1+ ICE4, Hybrid5 corresponds to EM1+ ICE5, Hybrid6 corresponds to EM2+ ICE4, Hybrid7 corresponds to EM2+ ICE5, Hybrid8 corresponds to EM2+ ICE6, Hybrid9 corresponds to EM2+ ICE7, and Hybrid10 corresponds to EM2+ ICE 8.
SC represents the idle charge mode.
ICE start1 and ICE start2 indicate two drive-start engine modes.
2. EM, ICE, K1, K2, a1, a2, and A3 in the first row of table 1 correspond to the reference numerals of fig. 1, respectively, that is, denote the motor, the engine, the first clutch unit, the second clutch unit, the first synchromesh mechanism, the second synchromesh mechanism, and the third synchromesh mechanism, respectively, in the hybrid system of fig. 1.
3. With regard to the symbol "█"
In the columns of table 1 where the electric machine EM and the engine ICE are located, the presence of the symbol indicates that the electric machine EM and the engine ICE are in the running state, and the absence of the symbol indicates that the electric machine EM and the engine ICE are in the stopped state.
In the columns of table 1 in which K1 and K2 are located, the presence of the symbol indicates that the first clutch unit K1 and the second clutch unit K2 are engaged, and the absence of the symbol indicates that the first clutch unit K1 and the second clutch unit K2 are disengaged.
For the columns of a1, a2, A3 in table 1, there are symbols indicating that the first synchromesh mechanism a1, the second synchromesh mechanism a2, and the third synchromesh mechanism A3 are in the respective "L", "N", and "R" states.
4. With regard to the symbols "L", "N", "R" corresponding to a1, a2, A3,
"L" indicates that it is in an engaged state with the gear G21 for the first synchromesh mechanism a1, in an engaged state with the gear G23 for the second synchromesh mechanism a2, and in an engaged state with the gear G31 for the third synchromesh mechanism A3.
"N" indicates a neutral state in which it is disengaged from both the gear G21 and the gear G22 for the first synchromesh mechanism a1, a neutral state in which it is disengaged from both the gear G23 and the gear G24 for the second synchromesh mechanism a2, and a neutral state in which it is disengaged from both the gear G31 and the gear G32 for the third synchromesh mechanism A3.
"R" indicates that it is in an engaged state with the gear G22 for the first synchromesh mechanism a1, in an engaged state with the gear G24 for the second synchromesh mechanism a2, and in an engaged state with the gear G32 for the third synchromesh mechanism A3.
The operation mode of the hybrid system in fig. 1 will be further described in more detail with reference to table 1 and fig. 2a to 5 b.
As shown in table 1, a control module (not shown) of the hybrid system is capable of controlling the hybrid system to implement four electric-only drive modes EM 1-EM 4.
When the hybrid powertrain is in the first electric-only drive mode EM1,
the motor EM is in a running state;
the engine ICE is at a stop;
the first clutch unit K1 and the second clutch unit K2 are both disengaged;
in the transmission DCT, the first synchromesh mechanism a1 is engaged with the gear G21, and the second synchromesh mechanism a2 and the third synchromesh mechanism A3 are both in a neutral state.
Thus, as shown in fig. 2a, the electric machine EM transmits torque to the differential DM for driving via the second input shaft S12 → the gear G11 → the gear G21 → the output shaft S2 → the gear G4.
When the hybrid powertrain is in the second electric-only drive mode EM2,
the motor EM is in a running state;
the engine ICE is at a stop;
the first clutch unit K1 and the second clutch unit K2 are both disengaged;
in the transmission DCT, the first synchromesh mechanism a1 is engaged with the gear G22, and the second synchromesh mechanism a2 and the third synchromesh mechanism A3 are both in a neutral state.
Thus, as shown in fig. 2b, the electric machine EM transmits torque to the differential DM for driving via the second input shaft S12 → the gear G12 → the gear G22 → the output shaft S2 → the gear G4.
When the hybrid powertrain is in the third electric-only drive mode EM3,
the motor EM is in a running state;
the engine ICE is at a stop;
the first clutch unit K1 and the second clutch unit K2 are both disengaged;
in the transmission DCT, the first synchromesh mechanism a1 is in a neutral state, the second synchromesh mechanism a2 is engaged with the gear G23, and the third synchromesh mechanism A3 is engaged with the gear G31.
Thus, as shown in fig. 2c, the motor EM transmits torque to the differential DM for driving via the second input shaft S12 → the gear G11 → the gear G31 → the intermediate shaft S3 → the gear G33 → the gear G13 → the gear G23 → the output shaft S2 → the gear G4.
When the hybrid powertrain is in the fourth electric-only drive mode EM4,
the motor EM is in a running state;
the engine ICE is at a stop;
the first clutch unit K1 and the second clutch unit K2 are both disengaged;
in the transmission DCT, the first synchromesh mechanism a1 is in a neutral state, the second synchromesh mechanism a2 is engaged with the gear G24, and the third synchromesh mechanism A3 is engaged with the gear G32.
Thus, as shown in fig. 2d, the motor EM transmits torque to the differential DM for driving via the second input shaft S12 → the gear G12 → the gear G32 → the intermediate shaft S3 → the gear G33 → the gear G13 → the first input shaft S11 → the gear G14 → the gear G24 → the output shaft S2 → the gear G4.
Further, as shown in Table 1, the control module of the hybrid powertrain is capable of controlling the hybrid powertrain to implement eight engine-only drive modes ICE 1-ICE 8.
When the hybrid powertrain is in the first engine-only drive mode ICE1,
the motor EM is in a stop state;
the engine ICE is in a running state;
the first clutch unit K1 is engaged, and the second clutch unit K2 is disengaged;
in the transmission DCT, the first synchromesh mechanism a1 is engaged with the gear G21, the second synchromesh mechanism a2 is in a neutral state, and the third synchromesh mechanism A3 is engaged with the gear G31.
Thus, as shown in fig. 3a, the engine ICE transmits torque to the differential DM for driving via the first input shaft S11 → the gear G13 → the gear G33 → the intermediate shaft S3 → the gear G31 → the gear G11 → the gear G21 → the output shaft S2 → the gear G4.
When the hybrid powertrain is in the second engine-only drive mode ICE2,
the motor EM is in a stop state;
the engine ICE is in a running state;
the first clutch unit K1 is disengaged and the second clutch unit K2 is engaged;
in the transmission DCT, the first synchromesh mechanism a1 is engaged with the gear G21, and the second synchromesh mechanism a2 and the third synchromesh mechanism A3 are both in a neutral state.
Thus, as shown in fig. 3b, the engine ICE transmits torque to the differential DM for driving via the second input shaft S12 → the gear G11 → the gear G21 → the output shaft S2 → the gear G4.
When the hybrid powertrain is in the third engine-only drive mode ICE3,
the motor EM is in a stop state;
the engine ICE is in a running state;
the first clutch unit K1 is engaged, and the second clutch unit K2 is disengaged;
in the transmission DCT, the first synchromesh mechanism a1 is engaged with the gear G21, the second synchromesh mechanism a2 is in a neutral state, and the third synchromesh mechanism A3 is engaged with the gear G32.
Thus, as shown in fig. 3c, the engine ICE transmits torque to the differential DM for driving via the first input shaft S11 → the gear G13 → the gear G33 → the intermediate shaft S3 → the gear G32 → the gear G12 → the second input shaft S12 → the gear G11 → the gear G21 → the output shaft S2 → the gear G4.
When the hybrid powertrain is in the fourth engine-only drive mode ICE4,
the motor EM is in a stop state;
the engine ICE is in a running state;
the first clutch unit K1 is engaged, and the second clutch unit K2 is disengaged;
in the transmission DCT, the first synchromesh mechanism a1 and the third synchromesh mechanism A3 are in a neutral state, and the second synchromesh mechanism a2 is engaged with the gear G23.
Thus, as shown in fig. 3d, the engine ICE transmits torque to the differential DM for driving via the first input shaft S11 → the gear G13 → the gear G23 → the output shaft S2 → the gear G4.
When the hybrid powertrain is in the fifth engine-only drive mode ICE5,
the motor EM is in a stop state;
the engine ICE is in a running state;
the first clutch unit K1 is engaged, and the second clutch unit K2 is disengaged;
in the transmission DCT, the first synchromesh mechanism a1 and the third synchromesh mechanism A3 are in a neutral state, and the second synchromesh mechanism a2 is engaged with the gear G24.
Thus, as shown in fig. 3e, the engine ICE transmits torque to the differential DM for driving via the first input shaft S11 → the gear G14 → the gear G24 → the output shaft S2 → the gear G4.
When the hybrid powertrain is in the sixth engine-only drive mode ICE6,
the motor EM is in a stop state;
the engine ICE is in a running state;
the first clutch unit K1 is engaged, and the second clutch unit K2 is disengaged;
in the transmission DCT, the first synchromesh mechanism a1 is engaged with the gear G22, the second synchromesh mechanism a2 is in a neutral state, and the third synchromesh mechanism A3 is engaged with the gear G31.
Thus, as shown in fig. 3f, the engine ICE transmits torque to the differential DM for driving via the first input shaft S11 → the gear G13 → the gear G33 → the intermediate shaft S3 → the gear G31 → the gear G11 → the second input shaft S12 → the gear G12 → the gear G22 → the output shaft S2 → the gear G4.
When the hybrid powertrain is in the seventh engine-only drive mode ICE7,
the motor EM is in a stop state;
the engine ICE is in a running state;
the first clutch unit K1 is disengaged and the second clutch unit K2 is engaged;
in the transmission DCT, the first synchromesh mechanism a1 is engaged with the gear G22, and the second synchromesh mechanism a2 and the third synchromesh mechanism A3 are both in a neutral state.
Thus, as shown in fig. 3G, the engine ICE transmits torque to the differential DM for driving via the second input shaft S12 → the gear G12 → the gear G22 → the output shaft S2 → the gear G4.
When the hybrid powertrain is in the eighth engine-only drive mode ICE8,
the motor EM is in a stop state;
the engine ICE is in a running state;
the first clutch unit K1 is engaged, and the second clutch unit K2 is disengaged;
in the transmission DCT, the first synchromesh mechanism a1 is engaged with the gear G22, the second synchromesh mechanism a2 is in a neutral state, and the third synchromesh mechanism A3 is engaged with the gear G32.
Thus, as shown in fig. 3h, the engine ICE transmits torque to the differential DM for driving via the first input shaft S11 → the gear G13 → the gear G33 → the intermediate shaft S3 → the gear G32 → the gear G12 → the gear G22 → the output shaft S2 → the gear G4.
Further, as shown in table 1, the control module of the Hybrid system is capable of controlling the Hybrid system such that the Hybrid system realizes ten Hybrid driving modes Hybrid1 to Hybrid 10.
When the Hybrid system is in the first Hybrid drive mode Hybrid1,
the electric machine EM and the engine ICE are both in a running state;
the first clutch unit K1 is engaged, and the second clutch unit K2 is disengaged;
in the transmission DCT, the first synchromesh mechanism a1 is engaged with the gear G21, the second synchromesh mechanism a2 is in a neutral state, and the third synchromesh mechanism A3 is engaged with the gear G31.
Thus, as shown in fig. 2a and 3a, the electric motor EM transmits torque to the differential DM for driving via the second input shaft S12 → the gear G11 → the gear G21 → the output shaft S2 → the gear G4 and the engine ICE transmits torque to the differential DM for driving via the first input shaft S11 → the gear G13 → the gear G33 → the intermediate shaft S3 → the gear G31 → the gear G11 → the gear G21 → the output shaft S2 → the gear G4.
When the Hybrid system is in the second Hybrid drive mode Hybrid2,
the electric machine EM and the engine ICE are both in a running state;
the first clutch unit K1 is disengaged and the second clutch unit K2 is engaged;
in the transmission DCT, the first synchromesh mechanism a1 is engaged with the gear G21, and the second synchromesh mechanism a2 and the third synchromesh mechanism A3 are both in a neutral state.
Thus, as shown in fig. 2a and 3b, the electric motor EM transmits torque to the differential DM for driving via the second input shaft S12 → the gear G11 → the gear G21 → the output shaft S2 → the gear G4 and the engine ICE transmits torque to the differential DM for driving via the second input shaft S12 → the gear G11 → the gear G21 → the output shaft S2 → the gear G4.
When the Hybrid system is in the third Hybrid drive mode Hybrid3,
the electric machine EM and the engine ICE are both in a running state;
the first clutch unit K1 is engaged and the second clutch unit K2 is disengaged;
in the transmission DCT, the first synchromesh mechanism a1 is engaged with the gear G21, the second synchromesh mechanism a2 is in a neutral state, and the third synchromesh mechanism A3 is engaged with the gear G32.
Thus, as shown in fig. 2a and 3c, the motor EM transmits torque to the differential DM for driving via the second input shaft S12 → the gear G11 → the gear G21 → the output shaft S2 → the gear G4 and the engine ICE transmits torque to the differential DM for driving via the first input shaft S11 → the gear G13 → the gear G33 → the intermediate shaft S3 → the gear G32 → the gear G12 → the second input shaft S12 → the gear G11 → the gear G21 → the output shaft S2 → the gear G4.
When the Hybrid system is in the fourth Hybrid drive mode Hybrid4,
the electric machine EM and the engine ICE are both in a running state;
the first clutch unit K1 is engaged and the second clutch unit K2 is disengaged;
in the transmission DCT, the first synchromesh mechanism a1 is engaged with the gear G21, the second synchromesh mechanism a2 is engaged with the gear G23, and the third synchromesh mechanism A3 is in a neutral state.
Thus, as shown in fig. 2a and 3d, the electric motor EM transmits torque to the differential DM for driving via the second input shaft S12 → the gear G11 → the gear G21 → the output shaft S2 → the gear G4 and the engine ICE transmits torque to the differential DM for driving via the first input shaft S11 → the gear G13 → the gear G23 → the output shaft S2 → the gear G4.
When the Hybrid system is in the fifth Hybrid drive mode Hybrid5,
the electric machine EM and the engine ICE are both in a running state;
the first clutch unit K1 is engaged and the second clutch unit K2 is disengaged;
in the transmission DCT, the first synchromesh mechanism a1 is engaged with the gear G21, the second synchromesh mechanism a2 is engaged with the gear G24, and the third synchromesh mechanism A3 is in a neutral state.
Thus, as shown in fig. 2a and 3e, the electric motor EM transmits torque to the differential DM for driving via the second input shaft S12 → the gear G11 → the gear G21 → the output shaft S2 → the gear G4 and the engine ICE transmits torque to the differential DM for driving via the first input shaft S11 → the gear G14 → the gear G24 → the output shaft S2 → the gear G4.
When the Hybrid system is in the sixth Hybrid drive mode Hybrid6,
the electric machine EM and the engine ICE are both in a running state;
the first clutch unit K1 is engaged and the second clutch unit K2 is disengaged;
in the transmission DCT, the first synchromesh mechanism a1 is engaged with the gear G22, the second synchromesh mechanism a2 is engaged with the gear G23, and the third synchromesh mechanism A3 is in a neutral state.
Thus, as shown in fig. 2b and 3d, the electric motor EM transmits torque to the differential DM for driving via the second input shaft S12 → the gear G12 → the gear G22 → the output shaft S2 → the gear G4 and the engine ICE transmits torque to the differential DM for driving via the first input shaft S11 → the gear G13 → the gear G23 → the output shaft S2 → the gear G4.
When the Hybrid system is in the seventh Hybrid drive mode Hybrid7,
the electric machine EM and the engine ICE are both in a running state;
the first clutch unit K1 is engaged and the second clutch unit K2 is disengaged;
in the transmission DCT, the first synchromesh mechanism a1 is engaged with the gear G22, and the second synchromesh mechanism a2 and the third synchromesh mechanism A3 are both in a neutral state.
Thus, as shown in fig. 2b and 3e, the electric motor EM transmits torque to the differential DM for driving via the second input shaft S12 → the gear G12 → the gear G22 → the output shaft S2 → the gear G4 and the engine ICE transmits torque to the differential DM for driving via the first input shaft S11 → the gear G14 → the gear G24 → the output shaft S2 → the gear G4.
When the Hybrid system is in the eighth Hybrid drive mode Hybrid8,
the electric machine EM and the engine ICE are both in a running state;
the first clutch unit K1 is engaged and the second clutch unit K2 is disengaged;
in the transmission DCT, the first synchromesh mechanism a1 is engaged with the gear G22, the second synchromesh mechanism a2 is in a neutral state, and the third synchromesh mechanism A3 is engaged with the gear G31.
Thus, as shown in fig. 2b and 3f, the motor EM transmits torque to the differential DM for driving via the second input shaft S12 → the gear G12 → the gear G22 → the output shaft S2 → the gear G4 and the engine ICE transmits torque to the differential DM for driving via the first input shaft S11 → the gear G13 → the gear G33 → the intermediate shaft S3 → the gear G31 → the gear G11 → the second input shaft S12 → the gear G12 → the gear G22 → the output shaft S2 → the gear G4.
When the Hybrid system is in the ninth Hybrid drive mode Hybrid9,
the electric machine EM and the engine ICE are both in a running state;
the first clutch unit K1 is disengaged and the second clutch unit K2 is engaged;
in the transmission DCT, the first synchromesh mechanism a1 is engaged with the gear G22, and the second synchromesh mechanism a2 and the third synchromesh mechanism A3 are both in a neutral state.
Thus, as shown in fig. 2b and 3G, the electric motor EM transmits torque to the differential DM for driving via the second input shaft S12 → the gear G12 → the gear G22 → the output shaft S2 → the gear G4 and the engine ICE transmits torque to the differential DM for driving via the second input shaft S12 → the gear G12 → the gear G22 → the output shaft S2 → the gear G4.
When the Hybrid system is in the tenth Hybrid drive mode Hybrid10,
the electric machine EM and the engine ICE are both in a running state;
the first clutch unit K1 is engaged and the second clutch unit K2 is disengaged;
in the transmission DCT, the first synchromesh mechanism a1 is engaged with the gear G22, the second synchromesh mechanism a2 is in a neutral state, and the third synchromesh mechanism A3 is engaged with the gear G32.
Thus, as shown in fig. 2b and 3h, the electric motor EM transmits torque to the differential DM for driving via the second input shaft S12 → the gear G12 → the gear G22 → the output shaft S2 → the gear G4 and the engine ICE transmits torque to the differential DM for driving via the first input shaft S11 → the gear G13 → the gear G33 → the intermediate shaft S3 → the gear G32 → the gear G12 → the gear G22 → the output shaft S2 → the gear G4.
Further, as shown in table 1, the control module of the hybrid system is further capable of controlling the hybrid system to enable the hybrid system to achieve the idle charge mode SC.
When the hybrid system is in the idle charge mode SC,
the electric machine EM and the engine ICE are both in a running state;
the first clutch unit K1 is disengaged and the second clutch unit K2 is engaged;
in the transmission DCT, the first synchromesh mechanism a1, the second synchromesh mechanism a2, and the third synchromesh mechanism A3 are all in a neutral state.
Thus, as shown in fig. 4, the engine ICE transfers torque to the electric machine EM via the second input shaft S12 to cause the electric machine EM to charge the battery.
Further, as shown in Table 1, the control module of the hybrid powertrain is also capable of controlling the hybrid powertrain to enable the hybrid powertrain to achieve both the two drive-on-engine modes ICE start1 and ICE start 2.
When the hybrid system is in the first drive starting engine mode ICE start1,
the electric machine EM and the engine ICE are both in a running state;
the first clutch unit K1 is disengaged and the second clutch unit K2 is engaged;
in the transmission DCT, the first synchromesh mechanism a1 is engaged with the gear G21, and the second synchromesh mechanism a2 and the third synchromesh mechanism A3 are both in a neutral state.
Thus, as shown in fig. 5a, the electric machine EM transmits torque to the differential DM for driving via the second input shaft S12 → the gear G11 → the gear G21 → the output shaft S2 → the gear G4, while the electric machine EM transmits torque to the engine ICE for starting the engine ICE via the second input shaft S12.
When the hybrid system is in the second drive-start engine mode ICE start2,
the electric machine EM and the engine ICE are both in a running state;
the first clutch unit K1 is disengaged and the second clutch unit K2 is engaged;
in the transmission DCT, the first synchromesh mechanism a1 is engaged with the gear G22, and the second synchromesh mechanism a2 and the third synchromesh mechanism A3 are both in a neutral state.
Thus, as shown in fig. 5b, the electric machine EM transmits torque to the differential DM for driving via the second input shaft S12 → the gear G12 → the gear G22 → the output shaft S2 → the gear G4, while the electric machine EM transmits torque to the engine ICE for starting the engine ICE via the second input shaft S12.
Although the states of the components of the hybrid system of fig. 1 in the braking energy recovery mode, the point-of-load transfer mode, and the torque compensation mode during a gear shift are not shown in table 1. It is understood that the synchromesh mechanisms A1-A3 of the transmission DCT may function appropriately in these three modes to achieve the corresponding functions.
For example, when the hybrid system is in the braking energy recovery mode, it is possible to cause both the first clutch unit K1 and the second clutch unit K2 to be disengaged, the first synchromesh mechanism a1 to be engaged with the gear G21, and the second synchromesh mechanism a2 and the third synchromesh mechanism A3 to be in a neutral state. In this way, a part of the braking energy is transmitted to the electric motor EM via the differential DM → the gear G4 → the output shaft S2 → the gear G21 → the gear G11 → the second input shaft S12 so that the electric motor EM can charge the battery, thereby recovering a part of the braking energy.
(Structure of hybrid System according to variation of the invention)
The structure of the hybrid system according to the modification of the present invention shown in fig. 6a to 6d is different from that of the hybrid system according to an embodiment of the present invention shown in fig. 1 only in the manner of the driving coupling of the electric machine EM with the second input shaft S12.
As shown in fig. 6a, the input/output shaft of the electric motor EM is always in transmission coupling with the second input shaft S12 via the gear G31 provided to the intermediate shaft S3 and the gear G11 fixed to the second input shaft S12.
As shown in fig. 6b, the input/output shaft of the electric machine EM is always drive-coupled to the second input shaft S12 via the gear G32 provided to the intermediate shaft S3 and the gear G12 fixed to the second input shaft S12.
As shown in fig. 6c, the input/output shaft of the electric motor EM is always in transmission coupling with the second input shaft S12 via a gear G21 provided to the output shaft S2 and a gear G11 fixed to the second input shaft S12.
As shown in fig. 6d, the input/output shaft of the electric motor EM is always in transmission connection with the second input shaft S12 via an intermediate gear G5, a gear G22 provided on the output shaft S2, and a gear G12 fixed to the second input shaft S12.
Thus, the hybrid system according to the modification of the invention shown in fig. 6a to 6d can also achieve the eight operation modes described above and the advantageous effects of the invention.
While the above description details the embodiments of the present invention, it should be noted that:
(i) the hybrid system according to the present invention can realize a modular design to realize a hybrid module, which may further include other components such as a module housing, a cooling jacket, a motor rotor support frame, and a bearing, as needed, in addition to the components specifically described above.
(ii) Compared to the hybrid system described in the background art, which includes a transmission having five synchromesh mechanisms, a single clutch, and a double clutch, the transmission of the hybrid system according to the present invention includes only three synchromesh mechanisms and a double clutch, and eight pure engine drive modes and ten hybrid drive modes can be realized. In comparison, the hybrid system according to the present invention is simpler in structure, more compact in size, and lower in cost.
In contrast to the hybrid system described in the background art, which includes a transmission having four synchromesh mechanisms and a reverse gear pair, the transmission of the hybrid system according to the present invention includes only three synchromesh mechanisms and no dedicated reverse gear pair. In comparison, the hybrid system according to the present invention is simpler in structure, compact in size, and lower in cost.
Thus, the hybrid system according to the present invention can employ a large engine such as a four-cylinder engine.
(iii) Compared with the existing hybrid system structure described in the background art, the hybrid system according to the invention has the advantages of simpler structure, more compact size and lower cost, and can always realize no torque interruption during gear shifting, thereby improving better driving performance, and can also optimize the working state of the motor aiming at different load configurations and smoothly start the engine when a pure motor-driven vehicle runs.
(iv) The hybrid system according to the present invention can be applied to a strong hybrid system and a plug-in hybrid system, and can be used for various vehicle models.

Claims (12)

  1. A hybrid powertrain system, comprising:
    a transmission, the transmission including a first input shaft, a second input shaft, an output shaft and an intermediate shaft, the second input shaft being externally fitted over the first input shaft and the second input shaft and the first input shaft being capable of rotating independently, the output shaft being provided with a first synchronous meshing mechanism and a second synchronous meshing mechanism, the intermediate shaft being provided with a third synchronous meshing mechanism, a gear corresponding to the first synchronous meshing mechanism being constantly meshed with a gear fixed to the second input shaft, a gear corresponding to the second synchronous meshing mechanism being constantly meshed with a gear fixed to the first input shaft, a gear corresponding to the third synchronous meshing mechanism being constantly meshed with a gear fixed to the second input shaft, the intermediate shaft being further fixed with an intermediate shaft input/output gear, the input/output gear of the intermediate shaft and the gear fixed on the first input shaft are always in a meshed state;
    the input/output shaft of the motor is in transmission connection with the second input shaft; and
    an engine and a dual clutch via which the engine can be drivingly coupled with the first input shaft and the second output shaft.
  2. The hybrid system according to claim 1, wherein an input/output shaft of the motor is directly connected coaxially with the second input shaft.
  3. The hybrid system according to claim 2, wherein the double clutch is disposed inside a rotor of the electric machine.
  4. The hybrid system according to claim 1,
    the motor is in transmission connection with the second input shaft all the time through a gear pair consisting of a gear corresponding to the first synchronous meshing mechanism and a gear fixed on the second input shaft; or
    The motor is always in transmission connection with the second input shaft through a gear pair formed by a gear corresponding to the third synchronous meshing mechanism and a gear fixed on the second input shaft.
  5. The hybrid system according to any one of claims 1 to 4,
    and the gear fixed on the second input shaft and the gear corresponding to the first synchronous meshing mechanism are always in a meshing state and simultaneously are always in a meshing state with the gear corresponding to the third synchronous meshing mechanism.
  6. The hybrid system according to any one of claims 1 to 5, wherein one of the gears fixed to the first input shaft, which is in mesh with the gear corresponding to the second synchromesh mechanism at all times, is in mesh with the counter shaft input/output gear at all times.
  7. The hybrid system of any one of claims 1-6, further comprising a control module configured to control the hybrid system to achieve a motor-only drive mode, an engine-only drive mode, and/or a hybrid drive mode, wherein
    When the hybrid power system is in the pure motor drive mode, the engine is in a stop state, the motor is in a running state, the first clutch unit and the second clutch unit of the double clutches are both separated, and the synchronous meshing mechanism of the transmission is engaged with the corresponding gear, so that the motor alone transmits torque to the transmission for driving;
    when the hybrid power system is in the pure engine driving mode, the engine is in a running state, the motor is in a stopping state, the first clutch unit or the second clutch unit of the double clutches is engaged, and the synchronous meshing mechanism of the transmission is engaged with the corresponding gear, so that the engine alone transmits torque to the transmission for driving; and/or
    When the hybrid power system is in the hybrid drive mode, the engine and the motor are both in an operating state, the first clutch unit or the second clutch unit of the dual clutch is engaged, and the synchromesh mechanism of the transmission is engaged with the corresponding gear, so that the engine and the motor transmit torque to the transmission for driving.
  8. The hybrid powertrain system of claim 7, wherein when the hybrid powertrain system is in the electric-only drive mode,
    the first synchromesh mechanism is engaged with the corresponding gear, and the second synchromesh mechanism and the third synchromesh mechanism are both in a neutral state of being disengaged from the corresponding gear; or
    The first synchromesh mechanism is in a neutral state of being disengaged from the corresponding gear, and the second synchromesh mechanism and the third synchromesh mechanism are engaged with the corresponding gear, respectively.
  9. The hybrid system according to claim 7 or 8, characterized in that, when the hybrid system is in the engine-only drive mode,
    the first clutch unit is engaged and the second clutch unit is disengaged, the first synchromesh mechanism and the third synchromesh mechanism are engaged with the corresponding gears, respectively, and the second synchromesh mechanism is in a neutral state of being disengaged from the corresponding gears; or
    The first clutch unit is engaged and the second clutch unit is disengaged, the first synchromesh mechanism is engaged with the corresponding gear, and the second synchromesh mechanism and the third synchromesh mechanism are both in a neutral state of being disengaged from the corresponding gear; or
    The first clutch unit is disengaged and the second clutch unit is engaged, the first synchromesh mechanism is engaged with the corresponding gear, and the second synchromesh mechanism and the third synchromesh mechanism are both in a neutral state disengaged from the corresponding gear.
  10. The hybrid system according to any one of claims 7 to 9, characterized in that, when the hybrid system is in the hybrid drive mode,
    the first clutch unit is engaged and the second clutch unit is disengaged, the first synchromesh mechanism is engaged with the corresponding gear, the second synchromesh mechanism is in a neutral state of being disengaged from the corresponding gear, and the third synchromesh mechanism is engaged with the corresponding gear; or
    The first clutch unit is engaged and the second clutch unit is disengaged, the first synchromesh mechanism is engaged with the corresponding gear, the second synchromesh mechanism is engaged with the corresponding gear, and the third synchromesh mechanism is in a neutral state of being disengaged from the corresponding gear; or
    The first clutch unit is separated, the second clutch unit is connected, the first synchronous meshing mechanism is connected with the corresponding gear, and the second synchronous meshing mechanism and the third synchronous meshing mechanism are both in a neutral state of being disconnected from the corresponding gear.
  11. The hybrid system of any one of claims 7-10, wherein the control module is configured to control the hybrid system to enable the hybrid system to achieve an idle charge mode,
    when the hybrid system is in the idle charge mode, the engine and the motor are both in an operating state, the first clutch unit of the dual clutch is disengaged and the second clutch unit is engaged, and all synchromesh mechanisms of the transmission are in a neutral state with their respective gears disengaged, so that the engine transmits torque to the motor to cause the motor to charge a battery.
  12. The hybrid system according to any one of claims 7 to 11, wherein the control module is capable of controlling the hybrid system to cause the hybrid system to achieve a start-while-running engine mode,
    when the hybrid power system is in the engine starting mode during running, the engine and the motor are both in a running state, a first clutch unit of the double clutch is disengaged and a second clutch unit is engaged, the first synchromesh mechanism is engaged with the corresponding gear, and the second synchromesh mechanism and the third synchromesh mechanism are both in a neutral state in which they are disengaged from the corresponding gear, so that the motor transmits torque to the transmission while transmitting torque to the engine for starting the engine.
CN201980089852.3A 2019-03-01 2019-03-01 Hybrid power system Pending CN113329898A (en)

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