CN113459797B - Multi-speed-ratio hybrid transmission and vehicle with same - Google Patents

Multi-speed-ratio hybrid transmission and vehicle with same Download PDF

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Publication number
CN113459797B
CN113459797B CN202110827627.4A CN202110827627A CN113459797B CN 113459797 B CN113459797 B CN 113459797B CN 202110827627 A CN202110827627 A CN 202110827627A CN 113459797 B CN113459797 B CN 113459797B
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China
Prior art keywords
clutch
gear
speed
engine
generator
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CN113459797A (en
Inventor
邱志凌
付军
孙艳
谭艳军
林霄喆
王瑞平
肖逸阁
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Yiwu Geely Automatic Transmission Co ltd
Zhejiang Geely Holding Group Co Ltd
Ningbo Geely Royal Engine Components Co Ltd
Aurora Bay Technology Co Ltd
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Yiwu Geely Automatic Transmission Co ltd
Zhejiang Geely Holding Group Co Ltd
Ningbo Geely Royal Engine Components Co Ltd
Aurora Bay Technology Co Ltd
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Application filed by Yiwu Geely Automatic Transmission Co ltd, Zhejiang Geely Holding Group Co Ltd, Ningbo Geely Royal Engine Components Co Ltd, Aurora Bay Technology Co Ltd filed Critical Yiwu Geely Automatic Transmission Co ltd
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Publication of CN113459797A publication Critical patent/CN113459797A/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
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H2003/445—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion without permanent connection between the input and the set of orbital gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0043—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising four forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/2005—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with one sets of orbital gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2038—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with three engaging means
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Abstract

The invention discloses a multi-speed-ratio hybrid transmission and a vehicle with the same, wherein the multi-speed-ratio hybrid transmission comprises an engine, a generator, an electric motor, a gear mechanism, a central shaft, an output shaft and a differential mechanism, the engine is connected with the generator through the gear mechanism, a first clutch is connected in parallel in a rotor of the generator, the output end of the first clutch is connected with the rotor of the electric motor through the central shaft, a second clutch and a third clutch are connected in parallel in the rotor of the electric motor, the second clutch and the third clutch are respectively connected with a low-speed gear pair and a high-speed gear pair, the low-speed gear pair and the high-speed gear pair are both fixedly connected with the output shaft, and the output shaft drives wheels through the differential mechanism. The four-gear speed ratio is realized by only using 3 clutches, the running speed range of the prime motor is reduced, the working efficiency is improved, the cost is reduced, and 3 power elements are coaxially arranged, so that the arrangement space is saved, and the processing precision is also ensured.

Description

Multi-speed-ratio hybrid transmission and vehicle with same
Technical Field
The invention relates to the technical field of vehicle power assemblies, in particular to a multi-speed-ratio hybrid transmission and a vehicle with the same.
Background
Hybrid vehicles generally use two energy sources to drive the vehicle: a conventional internal combustion engine for liquid fuels and an electric motor for electric energy. In recent years, many ways of driving automobiles using these two energy sources have been developed, and a hybrid drive system of an internal combustion engine and two motors is the most popular, but the prior art has the following defects: (i) The torque amplification ratio of the engine and the wheels is small (the amplification ratio is about 3), when the vehicle is required to be started or climbed quickly, the engine cannot drive the vehicle independently, and the acceleration performance of the hybrid electric vehicle is often inferior to that of a traditional fuel vehicle or a hybrid electric vehicle adopting other hybrid modes; (ii) When the motor is driven independently, the engine and the generator cannot be separated from an output shaft or wheels, and the dragging resistance of the engine and the generator can reduce the driving efficiency of the motor; (iii) Since the motor has only one gear, it is required to work in a large speed range (usually 0-15000 rpm), and the motor is not only costly but also inefficient at high speed.
Disclosure of Invention
In view of the above, the invention provides a vehicle with a multi-speed-ratio hybrid transmission, which utilizes 3 different clutches to realize a four-gear speed ratio, and the transmission speed ratio of an engine is changed along with the four-gear speed ratio, so that different operation conditions are realized, the working efficiency is improved, the cost is reduced, and meanwhile, 3 power elements are coaxially arranged, the arrangement space is reduced, and the processing precision is ensured.
The invention provides a multi-speed-ratio hybrid transmission which comprises an engine, a generator, a motor, a gear mechanism, a central shaft, an output shaft and a differential, wherein the engine is connected with the generator through the gear mechanism, a first clutch is connected in parallel inside the generator and is connected with the motor through the central shaft, a second clutch and a third clutch are connected in parallel inside the motor and are respectively connected with a low-speed gear pair and a high-speed gear pair, the low-speed gear pair and the high-speed gear pair are both fixedly connected with the output shaft, and the output shaft drives wheels through the differential.
Further, the engine, the generator, the motor, the first clutch, the second clutch, the third clutch, and the gear mechanism are all arranged coaxially with the central shaft.
Further, the gear mechanism is a planetary gear mechanism or a ring gear mechanism.
Further, the planetary gear mechanism comprises a sun gear, a planet carrier and a gear ring, the planet carrier is connected with the engine through the shock absorber, the sun gear is fixed on a shell of the engine, and the gear ring is fixedly connected to a rotor of the generator.
Further, the internal gear mechanism includes an internal gear connected to the engine via a damper and an external gear connected to a rotor of the generator.
Furthermore, a first outer hub of the first clutch is connected with the gear ring, an input end of the first clutch is fixedly connected with a rotor of the generator, an output end of the first clutch is connected with a rotor of the motor through the central shaft, second outer hubs of the second clutch and the third clutch are connected with the rotor of the motor, and the second clutch and the third clutch are connected on the second outer hubs in parallel.
Furthermore, the low-speed gear pair comprises a low-speed driving gear and a low-speed driven gear which are meshed with each other, the high-speed gear pair comprises a high-speed driving gear and a high-speed driven gear which are meshed with each other, the low-speed driving gear is connected with the output end of the second clutch, the high-speed driving gear is connected with the output end of the third clutch, and the low-speed driven gear and the high-speed driven gear are both arranged on the output shaft.
Further, a differential gear pair is further arranged between the output shaft and the differential mechanism, the differential gear pair comprises a differential driving gear and a differential driven gear which are meshed with each other, the differential driving gear is arranged on the output shaft, and the differential driven gear is arranged on the differential mechanism.
The operating modes of the multi-speed ratio hybrid transmission according to the present invention include: the system comprises an engine starting and speed-increasing charging mode, a motor independent driving and gear shifting speed changing mode, an engine and motor simultaneous driving mode and a braking energy recovery mode;
in the engine starting and speed-increasing charging mode, the engine and the generator work, and the motor is in a non-work state;
in the motor-driven-alone and gear-shifting speed-changing mode, the motor is operated, the generator and the engine are in an inactive state, the first clutch is disengaged from the central shaft, and the second clutch or the third clutch is operated;
in the engine single-drive and gear-shifting speed-changing mode, the engine and the generator work, the motor is in a non-work state, the first clutch works, the second clutch works at a low speed, and the third clutch works at a high speed.
In the mode of driving the engine and the motor simultaneously, the engine, the generator and the motor are all in working states, the first clutch works, the second clutch works at low speed, and the third clutch works at high speed.
In the braking energy recovery mode, the motor is in a power generation mode, the engine and the generator do not work, the first clutch is disengaged from the central shaft, and the second clutch or the third clutch works.
The invention also provides a vehicle comprising a multi-ratio hybrid transmission as described above.
Compared with the prior art, the invention has the following beneficial technical effects:
the invention provides a multi-speed ratio hybrid transmission and a vehicle with the same. The four-gear speed ratio is realized by only using 3 clutches, the running speed range of the prime mover is reduced, the working efficiency is improved, the cost is reduced, and meanwhile, 3 power elements are coaxially arranged, so that the number of rotating shafts in the transmission is reduced, the space is saved, the processing precision is ensured, and the running noise is reduced.
Drawings
FIG. 1 is a schematic structural diagram of a first embodiment of the present invention;
fig. 2 is a schematic structural diagram of a second embodiment of the present invention.
Wherein: 10-an engine; 11-a vibration damper; 20-a generator; 30-an electric motor; 40-a gear mechanism; 41-sun gear; 42-a planet carrier; 43-a gear ring; 44-internal gear; 45-outer gear; 50-central axis; 51-a first clutch; 52-a second clutch; 53-a third clutch; 60-an output shaft; 61-low speed gear pair; 611-low speed drive gear; 612-low speed driven gear; 62-high speed gear pair; 621-a high speed drive gear; 622-high speed driven gear; 63-differential gear pair; 631-differential drive gear; 632-differential driven gear; 70-a differential; 80-a wheel; 90-a housing.
Detailed Description
The following detailed description of embodiments of the present invention is provided in connection with the accompanying drawings and examples. The following examples are intended to illustrate the invention but are not intended to limit the scope of the invention.
In the description of the present invention, it should be noted that the orientations or positional relationships indicated in the present description are based on the orientations or positional relationships shown in the drawings, and are only for convenience of describing the present invention and simplifying the description, but do not indicate or imply that the devices or elements referred to must have a specific orientation, be constructed in a specific orientation, and operate, and thus, should not be construed as limiting the present invention.
The invention provides a multi-speed-ratio hybrid transmission, which comprises an engine 10, a generator 20, a motor 30, a gear structure 40, a central shaft 50, an output shaft 60 and a differential 70, wherein the engine 10, the generator 20, the motor 30 and the gear structure 40 are coaxially arranged with the central shaft 50, the engine 10 is connected with the generator 20 through the gear structure 40, a first clutch 51 is connected in parallel in a rotor of the generator 20, a second clutch 52 and a third clutch 53 are connected in parallel in a rotor of the motor 30, the second clutch 52 and the third clutch 53 are respectively connected with a low-speed gear pair 61 and a high-speed gear pair 62, the low-speed gear pair 61 and the high-speed gear pair 62 are fixedly connected with the output shaft 60, a differential gear pair 63 is further arranged between the output shaft 60 and the differential 70, and the differential gear pair 63 transmits the output power of the engine 10 and the output power of the motor 30 to wheels 80.
Example one
Referring to fig. 1, the engine 10 includes a damper 11, the gear mechanism 40 is a planetary gear mechanism including a sun gear 41, a carrier 42, and a ring gear 43, the engine 10 is connected to the carrier 42 through the damper 11, the sun gear 41 is fixed to a transmission housing 90, the ring gear 43 is fixed to a rotor of the generator 20, and is connected to the ring gear 43 in parallel, and a first outer hub of a first clutch 51 is further connected, an input end of the first clutch 51 is fixed to the rotor of the generator 20, and an output end of the first clutch 51 is connected to a rotor of the motor 30 through a central shaft 50, so that the first clutch 51 can transmit power of the engine 10 to the rotor of the motor 30.
According to the motion principle of the planetary gear mechanism, the rotation speed of the rotor (i.e. the ring gear) of the generator 20 is about 50% faster than that of the engine 10 (the planet carrier), and if the engine operates at the most efficient speed of 2000rpm, the generator also operates at the most efficient speed of 3000rpm, so that the most efficient power generation can be ensured, and the planetary gear mechanism can also enable the reduction ratio of the engine 10 to be about 50% lower than that of the motor 30, so that the motor 30 also operates at the most efficient speed.
The rotor of the motor 30 is connected with a second outer hub of the second clutch 52 and the third clutch 53, the second clutch 52 and the third clutch 53 are connected in parallel to the second outer hub, in this embodiment, the second clutch 52 is a low speed clutch, the third clutch 53 is a high speed clutch, the low speed gear pair 61 includes a low speed driving gear 611 and a low speed driven gear 612, the high speed gear pair 62 includes a high speed driving gear 621 and a high speed driven gear 622, wherein both the low speed driven gear 612 and the high speed driven gear 622 are disposed on the output shaft 60.
Further, the output end of the second clutch 52 is connected to the low-speed driving gear 611, the output end of the third clutch 53 is connected to the high-speed driving gear 621, the low-speed driving gear 611 is engaged with the low-speed driven wheel 612 of the output shaft 60, and the high-speed driving gear 621 is engaged with the high-speed driven wheel 622 of the output shaft 60. In this embodiment, the reduction ratio of the low-speed gear pair 61 is between 3 and 4, and the reduction ratio of the high-speed gear pair 62 is between 1 and 2. The differential gear pair 63 includes a differential driving gear 631 and a differential driven gear 632, wherein the differential driving gear 631 is disposed on the output shaft 60, the differential driven gear 632 is disposed on the differential 70, and the differential driving gear 631 is engaged with the differential driven gear 632 to transmit the driving power of the electric motor 20 and the engine 30 to the wheels 80 to drive the vehicle to move.
The operating modes of the multi-speed ratio hybrid transmission in the first embodiment include: the system comprises an engine starting and accelerating charging mode, a motor single-drive and gear-shifting speed-changing mode, an engine and motor simultaneous driving mode and a vehicle braking energy recovery mode.
In the engine start and boost charging mode, the generator 20 is rotated to start the engine 10, since the engine 10 is directly connected to the rotor of the generator 20 via the damper 11 and the planetary gear mechanism 40. Conversely, operation of the engine 10 may cause the generator 20 to power the motor 30 or charge the battery. Since the engine 10 and the generator 20 are connected to the carrier 42 and the ring gear 43 of the planetary gear mechanism, respectively, their rotational directions coincide. The rotating speed ratio of the generator to the engine is as follows:
Figure BDA0003174243360000061
wherein n is r Is the speed of rotation, n, of the ring gear 43, i.e. the generator 20 c The rotation speed of the carrier 42, i.e., the engine 10, α is the gear ratio between the ring gear 43 and the sun gear 41. If α =2, then
Figure BDA0003174243360000062
That is, the speed of the generator 20 is 1.5 times that of the engine 10, the high-efficiency speed of the engine 10 is generally 2000rpm, and the maximum-efficiency speed of the generator 20 is 3000rpm, so that the engine 10 and the generator 20 both operate at the most efficient speed after the technology of the present invention is adopted.
In the electric motor single-drive and shift transmission mode, the hybrid vehicle is generally driven only by the electric motor 30 under the urban low-speed working condition, and the engine 10 is not necessarily started at this time, and the power of the electric motor 30 is transmitted to the wheels 80 through the second clutch 52, the low-speed gear pair 61, the differential gear pair 63 and the differential 70 in combination with the second clutch 52 and the starter motor 30. The total reduction ratio driven by the motor 30 is the product of the gear ratios of the low-speed gear pair 61 and the differential gear pair 63. According to the power of the motor 30 and the requirements of the vehicle weight and performance, the total gear reduction ratio is generally set to be about 9;
when the vehicle speed reaches the upshift speed (about 80 km/h), the second clutch 52 is released, the power path of the electric motor 30 is switched to the third clutch 53, the high-speed gear pair 62, the differential gear pair 63, and the differential 70 to the wheels 80 in conjunction with the third clutch 53, and the total reduction ratio is the product of the gear ratios of the high-speed gear pair 62 and the differential gear pair 63. The total reduction ratio of the gear is generally set to be about 4.5;
when the motor 30 is driven, the first clutch 51 is disengaged, and the center shaft 50 is disengaged from the engine 10 and the generator 20, so that the drag resistance thereof is reduced, and the fuel economy of the vehicle is further improved.
In the engine-only driving and shift mode, the engine 10 is operated to transmit the power of the engine 10 to the wheels 80 via the planetary gear mechanism, the first clutch 51 and the second clutch 52, the low-speed gear pair 61, the differential gear pair 63, and the differential 70 in conjunction with the first clutch 51 and the second clutch 52. The gear ratio of the ring gear 43 to the sun gear 41 of the planetary gear mechanism, and the gear ratios of the low-speed gear pair 61 and the differential gear pair 63 determine the total reduction ratio of the engine of that gear. The speed ratio can be designed to be about 6. When the engine 10 is driven independently, certain power can be distributed to charge the battery through the generator 20;
when the vehicle speed is high, the second clutch 52 is disengaged, the third clutch 53 is engaged, and the power of the engine 10 is transmitted to the wheels 80 via the planetary gear mechanism, the first clutch 51 and the third clutch 53, the high-speed gear pair 62, the differential gear pair 63, and the differential 70. The gear ratio of the high-speed gear pair 62 is reduced from about 6 of the first gear to about 3 of the first gear in place of the gear ratio of the low-speed gear pair 61. The direct-drive cruise control system is just used for high-speed direct-drive cruise.
In the engine and motor simultaneous driving mode, the motor 30 and the engine 10 may be required to be driven simultaneously at the time of rapid take-off or hill-climbing. The electric motor 30 and the engine 10 are simultaneously started, and most of the power of the engine 10 and the entire power of the electric motor 30 are transmitted to the wheels 80 via the second clutch 52, the low-speed gear pair 61, the differential gear pair 63, and the differential 70, in conjunction with the first clutch 51 and the second clutch 52. A small portion of the power of the engine 10 is used to drive the generator 20 to generate electricity. The maximum output torque of the transmission 70 can now be achieved:
Figure BDA0003174243360000071
wherein, T e Is the output torque, T, of the engine 10 p2 Is the output torque of the motor 30, I 1 Is the 1 st overall reduction ratio.
The torque is far greater than the starting torque of a common electric vehicle and is also obviously greater than the starting torque of a Toyota hybrid vehicle in the prior art (the amplification factor of the torque of the engine is increased by about 1 time), and the good acceleration performance of the vehicle can be ensured.
In the vehicle braking energy recovery mode, when the vehicle is decelerated and braked, the second clutch 52 or the third clutch 53 is engaged, and the vehicle inertia drags the rotor of the motor 30 through the differential 70, the output shaft 60, the low-speed gear pair 61 or the high-speed gear pair 62 and the central shaft 50 to generate electricity, so that the braking energy recovery is realized.
Example two
Referring to fig. 2, the structure of the present embodiment is substantially the same as that of the first embodiment, except that: the gear mechanism 40 is a ring gear mechanism, and is used instead of the planetary gear mechanism in the first embodiment, specifically, the ring gear mechanism includes an internal gear 44 and an external gear 45, the engine 10 and the damper 11 are both located on one side of the central shaft 50, the internal gear 44 is connected to the engine 10 via the damper 11, the external gear 44 is connected to the rotor of the generator 20, the gear ratio of the internal gear 44 to the external gear 45 is about 1.5, and the internal gear 44 and the external gear 45 are meshed to increase the speed of the engine 10 by about 50% and then transmit the speed to the generator 20, so as to achieve the same purpose of the planetary gear mechanism in fig. 1.
The operation mode of the multi-speed ratio hybrid transmission in this embodiment is the same as that of the first embodiment, and will not be described herein.
It can be known from the above description that the multi-speed ratio hybrid transmission provided by the invention utilizes a gear mechanism to speed up an engine and then connect the engine to a generator, a clutch is connected in parallel on a generator rotor, the output end of the clutch is connected with a driving motor rotor, two clutches are connected in parallel in the rotor of the motor, each clutch is respectively connected with a pair of reduction gears, different reduction ratios are selected by combining different clutches, the transmission speed ratio of the engine is changed along with the change of the transmission speed ratio, and thus different operation working conditions are realized. The four-gear speed ratio is realized by only using 3 clutches, the running speed range of the prime mover is reduced, the working efficiency is improved, the cost is reduced, and meanwhile, 3 power elements are coaxially arranged, so that the number of rotating shafts in the transmission is reduced, the space is saved, the processing precision is ensured, and the running noise is reduced.
The invention also provides a vehicle comprising the multi-speed ratio hybrid transmission, and other technical characteristics of the vehicle are referred to in the prior art and are not repeated herein.
The above description is only for the specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can easily conceive of the changes or substitutions within the technical scope of the present invention, and all the changes or substitutions should be covered within the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the appended claims.

Claims (7)

1. A multi-speed ratio hybrid transmission, comprising an engine (10), a generator (20), an electric motor (30), a gear mechanism (40), a central shaft (50), an output shaft (60), and a differential (70), wherein the engine (10) is connected with the generator (20) through the gear mechanism (40), the generator (20) is internally connected in parallel with a first clutch (51), the first clutch (51) is connected with the electric motor (30) through the central shaft (50), the electric motor (30) is internally connected in parallel with a second clutch (52) and a third clutch (53), the second clutch (52) and the third clutch (53) are respectively connected with a low-speed gear pair (61) and a high-speed gear pair (62), the low-speed gear pair (61) and the high-speed gear pair (62) are both fixedly connected with the output shaft (60), and the output shaft (60) drives wheels (80) through the differential (70); the gear mechanism (40) is a planetary gear mechanism, the planetary gear mechanism comprises a gear ring (43), a first outer hub of a first clutch (51) is connected with the gear ring (43), the input end of the first clutch (51) is fixedly connected with the rotor of the generator (20), the output end of the first clutch is connected with the rotor of the motor (30) through a central shaft (50), a second outer hub of a second clutch (52) and a second outer hub of a third clutch (53) are both connected with the rotor of the motor (30), and the second clutch (52) and the third clutch (53) are connected on the second outer hub in parallel.
2. A multi-speed ratio hybrid transmission according to claim 1, characterized in that the engine (10), generator (20), electric motor (30), first clutch (51), second clutch (52), third clutch (53), gear mechanism (40) are all arranged coaxially with the central shaft (50).
3. A multiple-ratio hybrid transmission according to claim 1, characterized in that the planetary gear mechanism comprises a sun gear (41), a planet carrier (42), the planet carrier (42) being connected to the engine (10) via a damper (11), the sun gear (41) being fixed to a housing (90), and the ring gear (43) being fixed to the rotor of the generator (20).
4. A multiple-ratio hybrid transmission according to claim 1, characterized in that said low-speed gear pair (61) comprises a low-speed driving gear (611) and a low-speed driven gear (612) which mesh with each other, said high-speed gear pair (62) comprises a high-speed driving gear (621) and a high-speed driven gear (622) which mesh with each other, said low-speed driving gear (611) being connected to the output of said second clutch (52), said high-speed driving gear (621) being connected to the output of said third clutch (53), and said low-speed driven gear (612) and said high-speed driven gear (622) both being arranged on said output shaft (60).
5. A multiple-ratio hybrid transmission according to claim 1, characterized in that a differential gear pair (63) is further provided between the output shaft (60) and the differential (70), the differential gear pair (63) comprising a differential driving gear (631) and a differential driven gear (632) meshing with each other, the differential driving gear (631) being disposed on the output shaft (60) and the differential driven gear (632) being disposed on the differential (70).
6. The multi-ratio hybrid transmission of any one of claims 1-5, wherein the operating modes of the multi-ratio hybrid transmission include: the system comprises an engine starting and accelerating charging mode, a motor single-driving and gear-shifting speed-changing mode, an engine and motor simultaneous driving mode and a braking energy recovery mode;
in the engine-on and step-up charging mode, the engine (10) and the generator (20) are operated, and the electric motor (30) is in an off state;
in the electric motor single drive and shift speed change mode, the electric motor (30) is operated, the generator (20) and the engine (10) are in an inactive state, the first clutch (51) is disengaged from the central shaft (50), and the second clutch (52) or the third clutch (53) is operated;
in the engine-alone drive and shift transmission mode, the engine (10) and the generator (20) are operated, the motor (30) is in an inactive state, the first clutch (51) is operated, and the second clutch (52) or the third clutch (53) is operated;
in the engine and motor simultaneous driving mode, the engine (10), the generator (20) and the motor (30) are all in an operating state, the first clutch (51) is operated, and the second clutch (52) or the third clutch (53) is operated;
in the braking energy recovery mode, the electric motor (30) is in a power generation mode, the engine (10) and the generator (20) are not operated, the first clutch (51) is disengaged from the central shaft (50), and the second clutch (52) or the third clutch (53) is operated.
7. A vehicle comprising a multiple ratio hybrid transmission according to any one of claims 1 to 6.
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