CN115122900A - Hybrid system adopting double motors and two gears and vehicle - Google Patents
Hybrid system adopting double motors and two gears and vehicle Download PDFInfo
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- CN115122900A CN115122900A CN202210764145.3A CN202210764145A CN115122900A CN 115122900 A CN115122900 A CN 115122900A CN 202210764145 A CN202210764145 A CN 202210764145A CN 115122900 A CN115122900 A CN 115122900A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—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
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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
- B60K6/42—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
- B60K6/442—Series-parallel switching type
Abstract
The embodiment of the disclosure provides a hybrid system and a vehicle adopting double motors and two gears, the hybrid system comprises a driving motor, an engine, a generator and a differential mechanism, wherein a driving motor shaft of the driving motor, a first intermediate shaft, a second intermediate shaft, an engine shaft of the engine and a generator shaft of the generator are arranged in parallel and are sequentially in transmission connection, a first clutch is arranged on the generator shaft, a second clutch is arranged on the engine shaft, and a transmission device is arranged on the second intermediate shaft, so that the hybrid system can work under a plurality of working modes. The embodiment of the disclosure enables the vehicle to work in different working modes, particularly realizes two-gear control in modes such as engine driving and engine power generation, can ensure that the vehicle has good fuel economy, and can greatly improve the dynamic property of the vehicle.
Description
Technical Field
The disclosure relates to the field of arrangement of hybrid vehicles, in particular to a hybrid system adopting two motors and two gears and a vehicle.
Background
With increasingly strict requirements on energy conservation and emission reduction regulations, the market of new energy automobiles is speeded up rapidly, and especially for electric automobiles and hybrid electric automobiles, the electromotion of a power system becomes an untwistable technical trend. At present, a pure electric vehicle is comprehensively influenced by factors such as short battery endurance mileage, long charging time, short battery life and the like, and is difficult to become a master-selling vehicle type in a short period, while a gasoline-electric hybrid electric vehicle occupies a leading position for a long time in the future. Therefore, the development of advanced hybrid systems at the present stage becomes an important work of domestic and foreign mainstream automobile manufacturers, wherein the advantages and disadvantages of the hybrid power configuration fundamentally determine the performances of the hybrid vehicle in various aspects such as dynamic property, economical efficiency and the like, and further determine whether the whole automobile has market competitiveness.
With the development of the automobile electromotion process, the layout of hybrid vehicles is increased in various large host factories at home and abroad, wherein the dual-motor hybrid scheme mainly comprises three schemes of series connection, parallel connection and series-parallel connection. The series-parallel technology route is divided into an electric control stepless (ECVT) hybrid system and a series-parallel structure hybrid system. The electric control stepless (ECVT) technology represented by a THS system of a certain company has higher complexity, large manufacturing difficulty and higher cost, can not realize complete decoupling of an engine and motor drive, and can not realize the optimization in the aspect of fuel economy; the series-parallel system represented by IMMD technology of a certain company has a simple structure, can realize complete decoupling of engine drive and motor drive, and has better fuel economy, but compared with the THS power split configuration, the generator can only be used for generating power, cannot output torque to the wheel end together with the driving motor, and cannot give full play to the dynamic property. In addition, the engine driving route and the engine generating route of the configuration are single gears, so that the direct-drive economical efficiency of the engine at a high vehicle speed and the parallel driving power performance at a low vehicle speed cannot be considered at the same time, and meanwhile, the efficient working range of the power generation of the generator cannot be fully utilized.
Disclosure of Invention
An object of the embodiments of the present disclosure is to provide a hybrid system and a vehicle using two motors and two gears, so as to solve the problems existing in the prior art.
In order to solve the technical problem, the embodiment of the present disclosure adopts the following technical solutions:
the utility model provides an adopt two thoughtlessly moving system that keep off of dual-motor, its includes driving motor, engine, generator and differential mechanism, driving motor's driving motor shaft, first jackshaft, second jackshaft, the engine shaft of engine and the generator shaft of generator are parallel arrangement each other and transmission connection in proper order set up first clutch on the generator shaft set up the second clutch on the engine shaft set up transmission on the second jackshaft, make thoughtlessly moving system can work under a plurality of mode.
In some embodiments, the operating mode includes at least one of idle power generation, stop start, pure electric drive, first series drive, second series drive, first engine direct drive, second engine direct drive, drive motor and first gear parallel drive of the engine, drive motor and second gear parallel drive of the engine, drive motor and first gear parallel drive of the generator, drive motor and second gear parallel drive of the generator, and braking energy recovery.
In some embodiments, the differential has a differential gear, a drive motor gear is disposed on the drive motor shaft, a first countershaft first gear and a first countershaft second gear are disposed on the first countershaft, the drive motor gear is in meshing engagement with the first countershaft first gear, and the first countershaft second gear is in meshing engagement with the differential gear.
In some embodiments, an engine shaft first gear and an engine shaft second gear are disposed on the engine shaft in an empty sleeve, and the second clutch is selectively engaged with the engine shaft first gear or the engine shaft second gear.
In some embodiments, a second countershaft first gear, the second countershaft second gear, and a second countershaft third gear are disposed over and on the second countershaft, the second countershaft first gear being in mesh with the engine shaft first gear, the second countershaft second gear being in mesh with the engine shaft second gear; the transmission is selectively engaged with either the second countershaft first gear or the second countershaft second gear, and the second countershaft third gear is in meshing engagement with the differential gear.
In some embodiments, a generator shaft first gear and a generator shaft second gear are nested over the generator shaft, the generator shaft first gear being in mesh with the engine shaft first gear, the generator shaft second gear being in mesh with the engine shaft second gear; the driving portion of the first clutch is connected to and co-rotates with the generator shaft first gear and the driven portion of the first clutch is connected to and co-rotates with the generator shaft second gear.
In some embodiments, the first clutch is a wet clutch or an electromagnetic clutch.
In some embodiments, the transmission is a synchronizer or a dual clutch.
In some embodiments, the engine is coupled to the engine shaft through a torsional damper.
The embodiment of the disclosure also provides a vehicle, which comprises any one of the hybrid system.
Compared with the prior art, the embodiment of the disclosure enables the vehicle to work in different working modes, and particularly realizes two-gear control in modes such as engine driving and engine power generation, so that the vehicle can be ensured to have good fuel economy, and meanwhile, the dynamic property of the vehicle can be greatly improved.
Drawings
In order to more clearly illustrate the embodiments of the present disclosure or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly introduced below, it is obvious that the drawings in the following description are only some embodiments described in the present disclosure, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
Fig. 1 is a schematic structural diagram of a hybrid system adopting two motors and two gears in the embodiment of the present disclosure;
FIG. 2 is a schematic power path diagram of a hybrid system employing two motors and two gears according to an embodiment of the present disclosure;
FIG. 3 is a schematic power path diagram of a hybrid power system employing two motors and two gears according to an embodiment of the present disclosure;
FIG. 4 is a schematic power path diagram of a hybrid system employing two motors and two gears according to an embodiment of the present disclosure;
FIG. 5 is a schematic power path diagram of a hybrid power system employing two motors and two gears in an embodiment of the present disclosure;
FIG. 6 is a schematic power path diagram of a hybrid system employing two motors and two gears in an embodiment of the present disclosure;
FIG. 7 is a schematic power path diagram of a hybrid power system employing two motors and two gears in an embodiment of the present disclosure;
FIG. 8 is a schematic power path diagram of a hybrid system employing two motors and two gears in an embodiment of the present disclosure;
FIG. 9 is a schematic power path diagram of a hybrid system employing two motors and two gears in an embodiment of the present disclosure;
FIG. 10 is a schematic power flow diagram of a hybrid powertrain utilizing a dual motor two-speed transmission in accordance with an embodiment of the present disclosure;
FIG. 11 is a schematic power path diagram of a hybrid system employing two motors and two gears in an embodiment of the present disclosure;
FIG. 12 is a schematic power flow diagram of a hybrid powertrain utilizing a dual motor two-speed transmission in accordance with an embodiment of the present disclosure;
fig. 13 is a power path diagram of a hybrid system using two motors and two gears in the embodiment of the disclosure.
Reference numerals:
1-a drive motor; 2-a drive motor shaft; 3-a first intermediate shaft; 3 a-drive motor gear; 3 b-first countershaft first gear; 4-a second intermediate shaft; 4 a-first countershaft second gear; 4 b-differential gear; 4 c-second countershaft third gear; 5-the engine shaft; 5 a-generator shaft first gear; 5 b-engine shaft first gear; 5 c-second countershaft first gear; 6-a generator shaft; 6 a-generator shaft second gear; 6 b-engine shaft second gear; 6 c-second countershaft second gear; 7-a generator; 8-torsion limiting shock absorber; 9-an engine; 10-a differential; 11-single clutch; 12-double clutch; 13-transmission means.
Detailed Description
Various aspects and features of the disclosure are described herein with reference to the drawings.
It will be understood that various modifications may be made to the embodiments of the present application. Accordingly, the foregoing description should not be construed as limiting, but merely as exemplifications of embodiments. Other modifications within the scope and spirit of the present disclosure will occur to those skilled in the art.
The accompanying drawings, which are incorporated in and constitute a part of the specification, illustrate embodiments of the disclosure and, together with a general description of the disclosure given above, and the detailed description of the embodiments given below, serve to explain the principles of the disclosure.
These and other characteristics of the present disclosure will become apparent from the following description of preferred forms of embodiment, given as non-limiting examples, with reference to the attached drawings.
It should also be understood that, although the present disclosure has been described with reference to some specific examples, a person of skill in the art shall certainly be able to achieve many other equivalent forms of the disclosure, having the characteristics as set forth in the claims and hence all coming within the field of protection defined thereby.
The above and other aspects, features and advantages of the present disclosure will become more apparent in view of the following detailed description when taken in conjunction with the accompanying drawings.
Specific embodiments of the present disclosure are described hereinafter with reference to the accompanying drawings; however, it is to be understood that the disclosed embodiments are merely exemplary of the disclosure that may be embodied in various forms. Well-known and/or repeated functions and structures have not been described in detail so as not to obscure the present disclosure with unnecessary or unnecessary detail. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a basis for the claims and as a representative basis for teaching one skilled in the art to variously employ the present disclosure in virtually any appropriately detailed structure.
The specification may use the phrases "in one embodiment," "in another embodiment," "in yet another embodiment," or "in other embodiments," which may each refer to one or more of the same or different embodiments in accordance with the disclosure.
The first embodiment of the present disclosure provides a hybrid system using two motors and two gears, which has a structure as shown in fig. 1, and includes a driving motor 1, an engine 9, a generator 7, and a differential 10, wherein the engine 9 is used as a direct driving source, and the generator 7 is not only used for generating electricity, but also used as a power source to directly drive a vehicle; the drive motor 1 is also used to drive the vehicle, wherein the differential 10 is connected to the wheels of the vehicle.
The driving motor 1 comprises a driving motor rotor 1a and a driving motor stator 1b, the driving motor rotor 1a is fixed on a driving motor shaft 2 and rotates together with the driving motor shaft 2, and the driving motor stator 1b is opposite to the driving motor rotor 1 a.
Further, the driving motor shaft 2 is in transmission connection with the first intermediate shaft 3 and the differential 10 through a gear set, specifically, the differential 10 has a differential gear 4b, a driving motor gear 3a is disposed on the driving motor shaft 2, and a first intermediate shaft first gear 3b and a first intermediate shaft second gear 4a are disposed on the first intermediate shaft 3, wherein the driving motor gear 3a is engaged with the first intermediate shaft first gear 3b, and the first intermediate shaft second gear 4a is engaged with the differential gear 4 b. In this way, the drive motor gear 3a on the drive motor shaft 2, the first intermediate shaft first gear 3b on the first intermediate shaft 3, the first intermediate shaft second gear 4a, and the differential gear 4b together form a drive motor power transmission line, and the power from the drive motor 1 is transmitted to the first intermediate shaft 3 and further from the differential 10 to the wheels of the vehicle.
The engine 9 is directly connected with the engine shaft 5 through a torque-limiting damper 8, and a first engine shaft gear 5b and a second engine shaft gear 6b are sleeved on the engine shaft 5; a second clutch 12 is also provided on the engine shaft 5, the second clutch 12 being a dual clutch, preferably disposed between the engine shaft first gear 5b and the engine shaft second gear 6b, which is selectively connected with the engine shaft first gear 5b or the engine shaft second gear 6 b.
A second intermediate shaft 4 is arranged between the engine shaft 5 and the differential 10, a second intermediate shaft first gear 5c, a second intermediate shaft second gear 6c and a second intermediate shaft third gear 4c are arranged on the second intermediate shaft 4 in a hollow manner, the second intermediate shaft first gear 5c is meshed with the engine shaft first gear 5b, and the second intermediate shaft second gear 6c is meshed with the engine shaft second gear 6 b; furthermore, a gear 13 is arranged on the second countershaft 4, the gear 13 being selectively connected to the second countershaft first gear 5c or the second countershaft second gear 6c, the second countershaft third gear 4c meshing with the differential gear 4 b. Here, the transmission 13 may be a synchronizer, or may be replaced by a dual clutch.
Thus, when the second clutch 12 is gear-engaged with the engine shaft first gear 5b while the transmission 13 is gear-engaged with the second intermediate shaft first gear 5c, the driving force on the engine shaft 5 is transmitted to the differential 10 to drive the vehicle through the engine shaft first power transmission route composed of the second clutch 12, the engine shaft first gear 5b, the second intermediate shaft first gear 5c, the transmission 13, the second intermediate shaft 4, the second intermediate shaft third gear 4c, and the differential gear 4 b; when the second clutch 12 is in gear engagement with the engine shaft second gear 6b while the transmission 13 is in gear engagement with the second intermediate shaft second gear 6c, the driving force on the engine shaft 5 is transmitted to the differential 10 through an engine shaft second power transmission path composed of the second clutch 12, the engine shaft second gear 6b, the second intermediate shaft second gear 6c, the transmission 13, the second intermediate shaft 4, the second intermediate shaft third gear 4c, and the differential gear 4b, and the power thereof is transmitted to drive the vehicle.
The generator 7 includes a generator rotor 7a fixed to the generator shaft 6 and rotating together with the generator shaft 6, and a generator stator 7b disposed opposite to the generator rotor 7 a.
Further, a generator shaft first gear 5a and a generator shaft second gear 6a are provided over the generator shaft 6, the generator shaft first gear 5a is engaged with the engine shaft first gear 5b, and the generator shaft second gear 6a is engaged with the engine shaft second gear 6 b; a first clutch 11 is also provided on the generator shaft 6, the first clutch 11 being a single clutch, such as a wet clutch, an electromagnetic clutch, or the like, preferably disposed between the generator shaft first gear 5a and the generator shaft second gear 6a, a driving portion of the first clutch 11 being connected to and co-rotating with the generator shaft first gear 5a, and a driven portion of the first clutch 11 being connected to and co-rotating with the generator shaft second gear 6 a.
Thus, when the first clutch 11 is disengaged and the second clutch 12 is engaged with the engine shaft first gear 5b, the driving force on the engine shaft 5 is transmitted to the generator 7 through an engine shaft third power transmission route formed by the second clutch 12, the engine shaft first gear 5b, the generator shaft first gear 5a and the generator shaft 6, and the driving force is converted into electric power by the generator 7; when the first clutch 11 is closed and the second clutch 12 is engaged with the engine shaft second gear 6b, the driving force on the engine shaft 5 is transmitted to the generator 7 through an engine shaft fourth power transmission route formed by the second clutch 12, the engine shaft second gear 6b, the generator shaft second gear 6a, the first clutch, the generator shaft first gear 5a and the generator shaft 6, and the power is transmitted to the generator 7, thereby converting the driving force of the engine 9 into electric power.
Further, when the engine 9 is started, the generator shaft 6 is rotated by the driving force of the generator 7, and power is reversely transmitted to the engine shaft 5 through the engine shaft fourth power transmission route and further transmitted to the engine 9 through the torque limiter damper 8 to start the engine 9.
When the first clutch 11 is disengaged, the second clutch 12 is disengaged, and the transmission 13 is engaged with the second intermediate shaft first gear 5c, the driving force of the generator 7 constitutes a generator first power transmission route together through the generator shaft 6, the generator shaft first gear 5a, the engine shaft first gear 5b, the second intermediate shaft first gear 5c, the transmission 13, the second intermediate shaft 4, the second intermediate shaft third gear 4c, and the differential gear 4b, and transmits the power to the differential 10 to drive the vehicle; when the first clutch 11 is closed, the second clutch 12 is opened, and the transmission 13 is engaged with the second intermediate shaft second gear 6c, the driving force of the generator 7 constitutes a generator second power transmission route by the generator shaft 6, the generator shaft second gear 6a, the engine shaft second gear 6b, the second intermediate shaft second gear 6c, the transmission 13, the second intermediate shaft 4, the second intermediate shaft third gear 4c, and the differential gear 4b, and transmits the power to the differential 10 to drive the vehicle. For the power transmission routes of the two generators, because the second clutch 12 is disconnected, the efficiency loss caused by the engine 9 being driven to rotate along with the vehicle when the generator 7 drives the vehicle can be effectively avoided.
In addition, when the driving force of the engine 9 drives the vehicle through the second power route of the engine, the first clutch 11 is controlled to be disconnected, the rotating speed of the generator 7 is decoupled with the engine 9, the problems that the operating condition of high-speed direct drive is caused, and the generator no-load counter electromotive force is too high due to the rotation of the generator 7 can be avoided, so that the requirement of the system on an electric control module of a controller is reduced.
The configuration of the two-gear hybrid system adopting the dual motors provided by the embodiment of the present disclosure includes the above-mentioned multiple power transmission routes, and can realize the driving wheel end of the driving motor 1, the driving wheel end of the first gear of the engine 9, the driving wheel end of the second gear of the engine 9, the driving wheel end of the first gear of the generator 7, the driving wheel end of the second gear of the generator 7, and the first gear of the power generation of the engine 9, and the second gear of the power generation of the engine 9, so that multiple working modes in a hybrid state can be realized, where the working modes include: the system comprises an idle power generation mode (mode one), a parking starting mode (mode two), a pure electric drive mode (mode three), a first series drive mode (mode four), a second series drive mode (mode five), a first engine direct drive mode (mode six), a second engine direct drive mode (mode seven), a first-gear parallel drive mode (mode eight) of a driving motor and an engine, a second-gear parallel drive mode (mode nine) of the driving motor and the engine, a first-gear parallel drive mode (mode ten) of the driving motor and a generator, a second-gear parallel drive mode (mode eleven) of the driving motor and the generator, a braking energy recovery mode twelve and the like.
As described above, in this embodiment, the engine 9 drive and the power generation of the engine 7 both set two gears, and this arrangement can realize complete decoupling of the drive of the driving motor 1 and the drive of the engine 9, and ensure that the engine 9 always operates in an optimal fuel consumption range, and has a compact structure, a low technical complexity, and vehicle economy.
Further, the power transmission route of the engine 9 is provided with two gears, namely a high gear and a low gear, wherein the high gear is used for directly driving the working condition through the engine 9 under the condition of high vehicle speed, and a small speed ratio is set so that the engine 9 can fully operate in a high-efficiency interval; when the low gear is used for low vehicle speed and the vehicle has a large acceleration performance requirement, a large speed ratio is set to convert the power of the engine 9 into larger wheel end torque, and the vehicle can be driven to accelerate together with the driving motor 1.
Further, the engine power generation is also provided with two gears, so that the rotating speed of the generator 7 can be reduced, the torque work is facilitated, and the high-efficiency area of the driving motor 1 is fully utilized.
In addition, through set up on generator shaft 6 first clutch 11 can realize the two fender drives of generator 7 can realize "bi-motor" drives the vehicle simultaneously, strengthens whole car dynamic nature greatly. In addition, the generator 7 can be disconnected under the high-speed cruising condition, the risk of burning out of the controller electric control module caused by overlarge counter potential under the working condition of continuous high rotating speed can be avoided, and the requirement of the system on the controller electric control module is reduced to a certain extent.
Specifically, the driving principle of each operation mode, i.e., the control relationship between the operation mode and the control member, is shown in the following table, where x represents a disconnected state (or an inoperative state), v represents a connected state (or an operative state), each control member name coincides with that in fig. 1, for the transmission 13, v (left) represents that the transmission 13 is engaged with the second counter shaft first gear 5c on the left side, and v (right) represents that the transmission 13 is engaged with the second counter shaft second gear 6c on the right side; in the second clutch 12, v (left) indicates that the second clutch 12 is engaged with the engine shaft first gear 5b on the left side, and v (right) indicates that the second clutch 12 is engaged with the engine shaft first gear 6b on the right side.
TABLE 1 control relationship between various operating modes and control components of a hybrid system
Next, different operation modes will be described in detail based on the above table.
As shown in fig. 2, when the idle power generation operation mode is adopted, the first clutch 11 is engaged, the second clutch 12 is engaged with the engine shaft first gear 6b on the right side, the transmission 13 is disengaged, the driving motor 1 is not operated, and the engine 9 and the generator 7 are operated, wherein the driving force output from the engine 9 drives the generator rotor 7a to rotate through the torque limiter damper 8 via the engine fourth power transmission route, so that the driving force of the engine 9 can be converted into electric power by the generator 7, thereby realizing idle power generation.
As shown in fig. 3, when the parking start operation mode is adopted, the control states of the respective components are identical to the idle speed power generation mode, and at this time, the driving force of the generator 7 is reversely transmitted to the torque limiter damper 8 through the fourth power transmission path of the engine, and further transmitted to the engine 9 to start the engine 9.
As shown in fig. 4, when the pure electric drive mode is adopted, the engine 9 and the generator 7 do not work, the first clutch 11 can be in an engaged or disengaged state according to actual needs, the second clutch 12 and the transmission device 13 are both in an disengaged state, the driving motor 1 is in a working state, wherein the driving motor 1 outputs driving force, and power from the driving motor 1 is transmitted to the differential 10 through the driving motor power transmission line, and then transmitted to the wheels, so that pure electric drive of the vehicle is realized, and the effects of zero oil consumption and zero emission are achieved.
As shown in fig. 5, when the first series driving operation mode is adopted, the first clutch 11 can be in an engaged or disengaged state as required, the second clutch 12 is engaged with the engine shaft first gear 5b on the left side, the transmission device 13 is in an disengaged state, and the engine 9, the generator 7, and the driving motor 1 are all in an operating state, wherein the driving force output by the engine 9 drives the generator rotor 7a to rotate through the engine third power transmission route via the torque limiting damper 8, the engine driving force is converted into electric power, and the converted electric power directly acts on the driving motor 1 to generate driving force, and then is transmitted to the differential 10 and the wheel ends through the driving motor power transmission route, so as to realize series driving of the vehicle.
As shown in fig. 6, when the second series driving operation mode is adopted, the first clutch 11 is in an engaged state, the second clutch 12 is engaged with the engine shaft second gear 6b on the left side, the transmission device 13 is in a disconnected state, and the engine 9, the generator 7, and the driving motor 1 are all in an operating state, wherein the driving force output by the engine 9 drives the generator rotor 7a to rotate through the engine fourth power transmission line via the torque limiter damper 8, so as to convert the engine driving force into electric power, and the converted electric power directly acts on the driving motor 1 to generate driving force, and then is transmitted to the differential 10 and the wheel ends through the driving motor power transmission line, so as to realize series driving of the vehicle.
The difference between the two series driving modes is that the speed ratio from the engine 9 to the generator 7 is different, and the high-efficiency interval of the engine 9 and the high-efficiency interval of the generator 7 can be matched better by the two gears generated by the engine 9, so that higher power generation efficiency is realized.
As shown in fig. 7, when the first engine direct-drive operating mode is adopted, the first clutch 11 may be in an engaged or disengaged state according to actual needs, the second clutch 12 is engaged with the engine shaft first gear 5b on the left side, the transmission device 13 is engaged with the second intermediate shaft first gear 5c on the left side, the engine 9 is in an operating state, the driving motor 1 and the generator 7 follow the system to rotate, wherein the driving force output by the engine 9 is transmitted to the differential 10 through the engine first power transmission route via the torque limiting damper 8, and then transmitted to the wheel end, so as to realize the engine direct-drive of the vehicle.
As shown in fig. 8, when the second engine direct-drive operating mode is adopted, the first clutch 11 is in a disconnected state, the second clutch 12 is engaged with the engine shaft second gear 6b on the right side, the transmission device 13 is engaged with the second intermediate shaft second gear 6c on the right side, the engine 9 is in an operating state, the generator 7 is disconnected from the hybrid system, and the driving motor 1 follows the hybrid system to rotate, wherein the driving force output by the engine 9 passes through the torque-limiting damper 8, is transmitted to the differential 10 through the engine second power transmission route, and is further transmitted to the wheel end, so that the engine direct-drive of the vehicle is realized.
The two engine direct-drive working modes have different speed ratios, wherein the first engine direct-drive working mode has a larger speed ratio, can realize 9-gear drive of the engine, is suitable for the conditions of medium and low vehicle speeds, and can improve the dynamic property of the whole vehicle when the vehicle has higher acceleration requirement; the speed ratio of the second engine direct-drive working mode is small, the second-gear driving of the engine 9 can be achieved, the second-gear driving of the engine is applicable to the condition of high vehicle speed, the engine 9 can stably work in a high-efficiency interval, the oil saving rate of the whole vehicle is high, and meanwhile under the second-gear driving working condition of the engine 9, the generator 7 and the hybrid system are disconnected, so that the high-speed direct-drive working condition can be effectively avoided, the problem that the generator 7 is too high in no-load back electromotive force due to rotation along with the generator can be effectively solved, and the requirement of the system on an electric control module of a controller is further reduced.
As shown in fig. 9, when the driving mode of parallel driving of the driving motor and the engine in first gear is adopted, the first clutch 11 can be in an engaged or disengaged state according to actual needs, the second clutch 12 is engaged with the first gear 5b of the engine shaft on the left side, the transmission device 13 is engaged with the first gear 5c of the second intermediate shaft on the left side, the generator 7 follows the hybrid system, and the driving motor 1 and the engine 9 are both in an operating state, wherein the driving force output by the engine 9 is transmitted to the differential 10 through the first power transmission route of the engine via the torque limiting damper 8; the driving motor 1 outputs driving force, the driving force is transmitted to the differential 10 through a power transmission line of the driving motor, and the driving force transmitted from the engine end are transmitted to wheels together, so that the driving motor and the engine are driven in parallel in one gear.
As shown in fig. 10, when the two-gear parallel driving mode of the driving motor and the engine is adopted, the first clutch 11 is in a disconnected state, the second clutch 12 is engaged with the engine shaft second gear 6b on the right side, the transmission device 13 is engaged with the second intermediate shaft second gear 6c on the right side, the generator 7 is disconnected from the hybrid system, and the driving motor 1 and the engine 9 are both in a working state, wherein the driving force output by the engine 9 is transmitted to the differential 10 through the engine second power transmission route via the torque-limiting damper 8; the driving motor 1 outputs driving force, the driving force is transmitted to the differential 10 through a power transmission line of the driving motor, and the driving force transmitted from the engine end are transmitted to wheels together, so that two-gear parallel driving of the driving motor and the engine is realized.
The difference of the two driving motor and engine parallel driving working modes lies in that the speed ratios driven by the engine 9 are different, wherein the driving motor and engine one-gear parallel driving working mode is suitable for the working condition with low vehicle speed and large torque acceleration requirement; the two-gear parallel driving working mode of the driving motor and the engine is suitable for the working condition with small torque acceleration requirement at high vehicle speed. Similar to the direct-drive two-gear working mode of the engine, in the driving of the driving motor and the two-gear parallel connection of the engine, the first clutch 11 is disconnected, so that the generator 7 does not need to rotate along with the engine 9, the efficiency loss is reduced, and meanwhile, the generator 7 is prevented from generating high back electromotive force due to long-term high-speed operation, and the requirement of the system on an electric control module of the controller is further reduced.
As shown in fig. 11, when the driving motor and generator first-gear parallel driving mode is adopted, the first clutch 11 is disconnected, the second clutch 12 is disconnected, the transmission device 13 is engaged with the second intermediate shaft first gear 5c on the left side, the engine 9 is not operated, and the driving motor 1 and the generator 7 are in an operating state, wherein the driving force output by the driving motor 1 is transmitted to the differential 10 through the driving motor power transmission route; the driving force of the generator 7 is transmitted to the differential 10 through the first transmission route of the generator, and is transmitted to the wheels together with the driving force transmitted by the driving motor end, so that the driving motor and the generator are driven in parallel at the first gear, and the system can obtain stronger power.
As shown in fig. 12, when the driving motor and generator two-gear parallel driving operation mode is adopted, the first clutch 11 is engaged, the second clutch 12 is disengaged, the transmission 13 is engaged with the second intermediate shaft second gear 6c on the left side, the engine 9 is not operated, and the driving motor 1 and the generator 7 are in an operating state, wherein the driving force output by the driving motor 1 is transmitted to the differential 10 through the driving motor power transmission line; the driving force of the generator 7 is transmitted to the differential 10 through the second transmission route of the generator, and is transmitted to the wheels together with the driving force transmitted by the driving motor end, so that the driving motor and the generator are driven in parallel at two gears, and the system can obtain stronger dynamic property.
The difference of the two 'double-motor' driving modes lies in that the speed ratios of the two driving modes are different, so that reasonable selection can be carried out according to the actual working condition of the whole vehicle. Since the second clutch 12 is disengaged in both modes, the engine 9 is not in the power transmission path, which makes it possible to well evade the loss of efficiency due to the follow-up of the engine 9.
As shown in fig. 13, when the braking energy recovery operation mode is adopted, the first clutch 11 and the second clutch 12 may be in an engaged or disengaged state according to actual requirements, the transmission device 13 is in an disengaged state, the engine 9 and the generator 7 do not work, the driving motor 1 is in an operating state, at this time, the driving force from the wheel end reversely acts on the driving motor 1 through the driving motor power transmission line, the driving motor 1 is in a power generation state, the energy storage device is charged, the braking energy recovery is realized, and the energy consumption of the whole vehicle is saved.
A second embodiment of the present disclosure provides a vehicle that employs the hybrid system in any one of the above technical solutions.
The embodiment of the disclosure enables the vehicle to work in different working modes, particularly realizes two-gear control in modes such as engine driving and engine power generation, can ensure that the vehicle has good fuel economy, and can greatly improve the dynamic property of the vehicle.
The foregoing description is only exemplary of the preferred embodiments of the disclosure and is illustrative of the principles of the technology employed. It will be appreciated by those skilled in the art that the scope of the disclosure herein is not limited to the particular combination of features described above, but also encompasses other embodiments in which any combination of the features described above or their equivalents does not depart from the spirit of the disclosure. For example, the above features and the technical features disclosed in the present disclosure (but not limited to) having similar functions are replaced with each other to form the technical solution.
Although the subject matter has been described in language specific to structural features and/or methodological acts, it is to be understood that the subject matter defined in the appended claims is not necessarily limited to the specific features or acts described above. Rather, the specific features and acts described above are disclosed as example forms of implementing the claims.
While the present disclosure has been described in detail with reference to the embodiments, the present disclosure is not limited to the specific embodiments, and those skilled in the art can make various modifications and alterations based on the concept of the present disclosure, and the modifications and alterations should fall within the scope of the present disclosure as claimed.
Claims (10)
1. The hybrid system comprises a driving motor, an engine, a generator and a differential, and is characterized in that a driving motor shaft of the driving motor, a first intermediate shaft, a second intermediate shaft, an engine shaft of the engine and a generator shaft of the generator are arranged in parallel and are sequentially in transmission connection, a first clutch is arranged on the generator shaft, a second clutch is arranged on the engine shaft, and a transmission device is arranged on the second intermediate shaft, so that the hybrid system can work in a plurality of working modes.
2. The hybrid system according to claim 1, wherein the operating mode includes at least one of idle power generation, stop start, pure electric drive, first series drive, second series drive, first engine direct drive, second engine direct drive, drive motor in parallel with first gear of the engine, drive motor in parallel with second gear of the engine, drive motor in parallel with first gear of the generator, drive motor in parallel with second gear of the generator, and recovery of braking energy.
3. The hybrid system as recited in claim 1, wherein the differential has a differential gear, a drive motor gear is disposed on the drive motor shaft, a first countershaft first gear and a first countershaft second gear are disposed on the first countershaft, the drive motor gear is in meshing engagement with the first countershaft first gear, and the first countershaft second gear is in meshing engagement with the differential gear.
4. The hybrid powertrain system of claim 3, wherein an engine shaft first gear and an engine shaft second gear are disposed on the engine shaft in an open space, and the second clutch is selectively engageable with the engine shaft first gear or the engine shaft second gear.
5. The hybrid system according to claim 4, wherein a second countershaft first gear, which is meshed with the engine shaft first gear, a second countershaft second gear, which is meshed with the engine shaft second gear, and a second countershaft third gear are provided idly on the second countershaft; the transmission selectively engages either the second countershaft first gear or the second countershaft second gear, and the second countershaft third gear meshes with the differential gear.
6. The hybrid system as recited in claim 5, wherein a generator shaft first gear and a generator shaft second gear are disposed over the generator shaft, the generator shaft first gear being in mesh with the engine shaft first gear and the generator shaft second gear being in mesh with the engine shaft second gear; the driving portion of the first clutch is connected to and co-rotates with the generator shaft first gear and the driven portion of the first clutch is connected to and co-rotates with the generator shaft second gear.
7. The hybrid system as recited in claim 1, wherein the first clutch is a wet clutch or an electromagnetic clutch.
8. The hybrid system as recited in claim 1, wherein the transmission is a synchronizer or a dual clutch.
9. The hybrid system as recited in claim 1, wherein the engine is coupled to the engine shaft by a torsional damper.
10. A vehicle, characterized in that it comprises a hybrid system according to any one of claims 1-9.
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| CN202210764145.3A CN115122900A (en) | 2022-06-30 | 2022-06-30 | Hybrid system adopting double motors and two gears and vehicle |
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| CN202210764145.3A CN115122900A (en) | 2022-06-30 | 2022-06-30 | Hybrid system adopting double motors and two gears and vehicle |
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