CN115246312A - Multi-gear hybrid power system - Google Patents

Multi-gear hybrid power system Download PDF

Info

Publication number
CN115246312A
CN115246312A CN202210887687.XA CN202210887687A CN115246312A CN 115246312 A CN115246312 A CN 115246312A CN 202210887687 A CN202210887687 A CN 202210887687A CN 115246312 A CN115246312 A CN 115246312A
Authority
CN
China
Prior art keywords
gear
motor
driving
clutch
shaft
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202210887687.XA
Other languages
Chinese (zh)
Inventor
吕孟理
王帅
徐洪伟
温敏
邵文彬
柯章俊
朱贺
赵国军
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Anhui Jianghuai Automobile Group Corp
Original Assignee
Anhui Jianghuai Automobile Group Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Anhui Jianghuai Automobile Group Corp filed Critical Anhui Jianghuai Automobile Group Corp
Priority to CN202210887687.XA priority Critical patent/CN115246312A/en
Publication of CN115246312A publication Critical patent/CN115246312A/en
Pending legal-status Critical Current

Links

Images

Classifications

    • 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
    • B60K6/24—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 combustion engines
    • 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
    • B60K6/26—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 motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—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
    • B60K6/22—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
    • 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-gear hybrid power system, which comprises: the device comprises an engine, a flywheel vibration reduction unit, a C1 clutch, a planetary gear unit, a P1 motor, a C2 clutch, a 5-gear driving tooth, a T1 synchronizer, a 3/4-gear shared driving gear, a 1/2-gear shared driving gear, an input inner shaft, a middle shaft, a 1/2-gear shared driven gear, a T2 synchronizer, a 3/4-gear shared driven gear, a 5-gear driven gear, a main reduction driving gear, a main reduction driven gear, a differential unit, a P3 motor middle shaft, a P3 motor main reduction driving gear, a P3 motor driven gear, a P3 motor driving gear, a P3 motor shaft, a P3 motor, an inverter and a battery pack. The multi-gear hybrid power system provided by the invention adopts the planetary gear, the double clutch, the common gear and 2 synchronizer units, reduces the number of the synchronizers to realize hybrid motion of 5 gears, has more gears and small axial arrangement space, and also reduces the separation and combination time of the synchronizers during gear shifting.

Description

Multi-gear hybrid power system
Technical Field
The invention relates to the technical field of new energy vehicles, in particular to a multi-gear hybrid power system.
Background
The electric drive system is the best of the future industrial chain of the automobile industry, along with the fact that the requirements of the whole automobile on the performance and the function of an electric drive assembly are higher and higher, the rotating speed of a motor is required to be improved, the speed reducer is multi-shifted (the speed reducer with one shift is upgraded to the speed reducer with two shifts), and meanwhile, a parking device is required to be arranged. The above-mentioned promotion of requirement needs a solution to satisfy the demand of shifting, parking actuating mechanism action demand, motor and gear pair lubrication demand.
The heavy hybrid system carried by the passenger vehicle generally comprises an engine, a vibration reduction unit and a hybrid electric drive unit, wherein the hybrid electric drive unit generally comprises a generator, a reduction gear set, a drive motor and the like. At present, hybrid electric drive units are mainly classified into two modes of power division and series-parallel connection. At present, series-parallel hybrid system generator rotor shaft and input shaft pass through gear connection, and this kind of structure can lead to generator, driving motor to compete for and arrange the space (adopt parallel arrangement, coaxial arrangement all can greatly increased power assembly space), leads to hardly arranging multi-gear hybrid system, and the high rotational speed's of motor operation can seriously influence the tooth axle operation stability simultaneously, and great vibration, noise can consequently appear in the system.
Therefore, a multi-gear hybrid power system is needed.
Disclosure of Invention
The invention aims to provide a multi-gear hybrid power system, which aims to solve the problems in the prior art, adopts the planetary gear and the double clutch for control, can realize hybrid motion of 5 gears, and has the characteristics of more gears, small axial arrangement space and the like.
The invention provides a multi-gear hybrid power system, which comprises:
the device comprises an engine, a flywheel damping unit, a C1 clutch, a planetary gear unit, a P1 motor, a wire harness, a C2 clutch, a 5-gear driving tooth, a T1 synchronizer, a 3/4-gear shared driving gear, a 1/2-gear shared driving gear, an input inner shaft, a middle shaft, a 1/2-gear shared driven gear, a T2 synchronizer, a 3/4-gear shared driven gear, a 5-gear driven gear, a main reducing driving gear, a main reducing driven gear, a differential unit, a P3 motor middle shaft, a P3 motor main reducing driving gear, a P3 motor driven gear, a P3 motor driving gear, a P3 motor shaft, a P3 motor, an inverter and a battery pack, wherein the engine is connected with the flywheel damping unit and used for providing a power source, the C1 clutch is respectively connected with the flywheel damping unit, the planetary gear unit, the P1 motor and the input inner shaft, the planetary gear unit is respectively connected with the P1 motor, the C2 clutch and the T1 synchronizer, the T1 synchronizer is also respectively connected with the 5-gear driving gear and the 3/4-gear common driving gear, the input inner shaft is also connected with the 3/4-gear common driving gear and the 1/2-gear common driving gear, the intermediate shaft is respectively connected with the 5-gear driven gear, the main reduction driving gear and the T2 synchronizer, the T2 synchronizer is also respectively connected with the 1/2-gear common driven gear and the 3/4-gear common driven gear, the main reduction driven gear is respectively connected with the main reduction driving gear and the differential mechanism unit, the P3 motor intermediate shaft is respectively connected with the P3 motor main reduction driving gear, the P3 motor driven gear and the P3 motor driving gear, the shaft of the P3 motor is respectively connected with the P3 motor driving gear and the P3 motor, the inverter is respectively connected with the P1 motor, the P3 motor and the battery pack through the wiring harness,
the multi-gear hybrid power system is configured to switch among an engine driving mode, an engine driving + power generation mode, a P1 motor and P3 motor series driving mode, an engine starting or idling power generation mode and a pure electric driving or energy recovery mode according to a current vehicle state, and adjust operating states of the engine, the C1 clutch, the C2 clutch, the P1 motor, the P3 motor, the battery pack and the inverter according to the switched corresponding modes.
The multi-gear hybrid power system as described above, wherein preferably, the planetary gear unit includes a planetary gear outer ring and a planetary gear outer ring gear that are arranged concentrically from outside to inside, and a planetary gear and a planetary carrier that are arranged concentrically from outside to inside and are engaged with each other, a sun gear and a shaft are arranged in the planetary gear outer ring gear, and the planetary gear and the planetary carrier are engaged with the planetary gear outer ring gear; the P1 motor comprises a P1 motor rotor and a P1 motor stator, the outer ring of the planetary gear is used for fixing the P1 motor rotor, the planetary gear and the planet carrier are connected with the T1 synchronizer through an input outer shaft, and the sun gear and the shaft are connected with the C2 clutch; the P1 motor rotor is fixed on the outer ring of the planetary gear, the P1 motor stator is connected with the inverter through a P1 motor and an inverter wire harness, and the inverter is connected with the battery pack through a battery pack and the inverter wire harness.
The multi-gear hybrid power system as described above, wherein preferably, the C1 clutch includes a C1 clutch disk as an input end and a C1 clutch outer hub as an output end, the C1 clutch disk is disposed inside the planetary gear outer ring gear and coaxially connected to the planetary gear outer ring gear, and the C1 clutch outer hub is connected to the input inner shaft and connected to the 3/4-gear common drive gear and the 1/2-gear common drive gear through inner holes of the sun gear and the shaft; the C2 clutch comprises a C2 clutch friction plate serving as an input end and a C2 clutch outer hub serving as an output end, the C2 clutch friction plate is connected with the sun gear and the shaft, and the C2 clutch outer hub is fixed.
The multi-gear hybrid power system as described above, wherein preferably, the 1/2-gear common driving gear and the 3/4-gear common driving gear are fixed to the input shaft and connected to the C1 clutch, and the 3/4-gear common driving gear includes a 3/4-gear common driving tooth and a 3/4-gear common driving tooth engaging tooth provided on one side of the 3/4-gear common driving tooth; the 1/2-gear common driven gear and the 3/4-gear common driven gear are fixed on the intermediate shaft, the 1/2-gear common driven gear includes 1/2-gear common driven teeth and 1/2-gear common driven tooth engaging teeth disposed on both sides of the 1/2-gear common driven teeth, the 3/4-gear common driven gear includes 3/4-gear common driven teeth and 3/4-gear common driven tooth engaging teeth disposed on both sides of the 3/4-gear common driven teeth, and the 1/2-gear common driven tooth engaging teeth and the 3/4-gear common driven tooth engaging teeth are connected with the intermediate shaft through the T2 synchronizer.
The multi-gear hybrid power system as described above, wherein preferably, the hub of the T1 synchronizer, the planetary gear and the carrier are connected to an input shaft, and the engaging teeth on both sides of the T1 synchronizer are engaged with the 3/4-gear common driving gear and the 5-gear driving gear; and a gear hub of the T2 synchronizer is connected with the intermediate shaft, and the combined teeth on two sides of the T2 synchronizer are meshed with the 1/2 gear shared driven tooth combined tooth and the 3/4 gear shared driven tooth combined tooth.
The multi-gear hybrid power system as described above, wherein preferably, the 5-gear driving gear includes a 5-gear driving tooth and a 5-gear driving tooth engaging tooth disposed on one side of the 5-gear driving tooth, the 5-gear driving tooth is sleeved on the input outer shaft, and the 5-gear driving tooth engaging tooth is connected to the T1 synchronizer on the input outer shaft.
The multi-gear hybrid power system as described above, wherein preferably, the main reduction driving gear and the 5 th gear driven gear are fixed on the intermediate shaft, and the intermediate shaft is connected with the gear sleeve of the T2 synchronizer so as to transmit the power of the T2 synchronizer combined with the 1/2 th gear common driven gear or the 3/4 th gear common driven gear.
The multi-gear hybrid power system as described above, wherein preferably, the P3 motor includes a P3 motor rotor and a P3 motor stator, the P3 motor rotor is connected with the differential unit by a P3 motor transmission unit, the P3 motor stator is connected with the inverter and the battery pack by a P3 motor and an inverter harness; the P3 motor transmission unit comprises a P3 motor shaft, a P3 motor driving gear, a P3 motor intermediate shaft, a P3 motor driven gear and a P3 motor driving reduction driving gear, the P3 motor driving gear is fixed at one end of the P3 motor shaft, the P3 motor shaft is connected with the P3 motor rotor, the P3 motor driving reduction driving gear and the P3 motor driven gear are respectively arranged at two ends of the P3 motor intermediate shaft, and the driving reduction driving gear is connected with the differential mechanism unit.
In the multi-gear hybrid power system, preferably, the flywheel damping unit includes a flywheel damping unit engine end and a flywheel damping unit input shaft end, the flywheel damping unit engine end is connected to the engine, and the flywheel damping unit input shaft end is connected to the input inner shaft.
The multi-gear hybrid power system as described above, wherein preferably, in the engine drive mode, the engine is operated, the P1 motor, the P3 motor, the battery pack, and the inverter are not operated, and in the 1 st gear and the 3 rd gear, the C1 clutch is not operated, and the C2 clutch is operated; in the gears 2, 4 and 5, the C1 clutch works, and the C2 clutch does not work;
in the engine driving and power generating mode, when the gear 1-5 is in gear, the engine works, the C1 clutch and the C2 clutch adjust the working state according to the actual condition, the P1 motor works, the P3 motor does not work, and the battery pack and the inverter work;
in the P1 motor and P3 motor series driving mode, the engine operates, the C1 clutch and the C2 clutch do not operate, and the P1 motor, the P3 motor, the battery pack and the inverter operate;
in the engine starting or idling power generation mode, the engine works, the C1 clutch and the C2 clutch do not work, the P1 motor works, the P3 motor does not work, and the battery pack and the inverter work;
in the pure electric drive or energy recovery mode, the engine, the C1 clutch, the C2 clutch and the P1 motor do not work, and the P3 motor, the battery pack and the inverter work.
The invention provides a multi-gear hybrid power system, which adopts a group of planetary gear units, a group of double clutch units, two groups of synchronizers and a gear shaft system to realize the hybrid power system driven by 5 gears of an engine, has the characteristics of more gears, small axial arrangement space and the like, and effectively solves the problems of less gears and poor energy recovery efficiency; the forward switching of 5 gears is realized by adopting a group of double clutches, a group of planetary gear units and two groups of synchronizers, and the driving gear and the driven gear are shared by 1/2 gear and 3/4 gear, so that the number of gears is reduced, the structure is simplified and the number of gears is reduced; the rotor of the generator P1 is integrated in the outer ring of the planetary gear, the clutch C1 is integrated in the rotor of the motor P1 and the ring gear of the planetary gear, and the axial arrangement space of the motor and the clutch can be reduced by the integration scheme; the gear shifting frequency is reduced through the combination of the double clutches and the common gear, so that the gear shifting time and the gear shifting impact frequency are reduced, 1 gear, 3 gear and 5 gear are realized through the combination of the planetary gear and the planetary carrier and the clutch C2, the clutch C1 is connected with the driving gear of the 1/2 gear and the 3/4 gear common gear to realize 2 gear and 4 gear, the 1 gear and 2 gear are realized through the switching of the C1 and C2 clutches, the process that the traditional synchronizer is separated from the 1 gear and combined with the 2 gear is cancelled, the gear shifting time and the gear shifting impact can be reduced to the maximum extent, the 3 gear and 4 gear are also switched by the double clutches, and the 3 gear shifting of the 2 gear and the 5 gear shifting of the 4 gear still need the work of the synchronizer; the multi-gear series-parallel hybrid power system has 5 gear characteristics, so that the optimal efficiency of engine driving and the strong applicability can be exerted to the greatest extent, the series-parallel hybrid oil receiving characteristic can be exerted to the greatest extent, and the multi-gear series-parallel hybrid power system can be expanded and applied to large-load and complex working conditions, for example, when a large-scale SUV, MPV or pickup hybrid system is small in gear, and when a vehicle is large in load and needs to climb a slope or run at an ultrahigh speed for a long time, motor overheating protection can occur due to long-time large-load series running of the P1 and P3 motors, and the multi-gear hybrid power system can well meet the requirements of the working conditions by utilizing parallel connection of the engines and series-drive; the driving motor P3 is connected with the differential through the independent P3 motor transmission unit, so that the transmission efficiency of the P3 driving motor during driving and energy recovery can be improved.
Drawings
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention will be further described with reference to the accompanying drawings, in which:
FIGS. 1 and 2 are schematic structural diagrams of an embodiment of a multi-gear hybrid power system provided by the invention;
FIG. 3 is a schematic diagram illustrating operation of the engine in drive 1 of the present invention;
FIG. 4 is a schematic diagram illustrating operation of the engine in drive 2 of the present invention;
FIG. 5 is a schematic diagram illustrating operation of the engine in 3 gear according to an embodiment of the present invention;
FIG. 6 is a schematic diagram illustrating operation of the engine in 4 gear according to the embodiment of the invention;
FIG. 7 is a schematic diagram illustrating operation of the engine in 5 gear according to the embodiment of the invention;
FIG. 8 is a schematic diagram of a pure electric drive or energy recovery operation according to an embodiment of the present invention;
FIG. 9 is a schematic diagram of the operation of the series drive of the embodiment of the present invention;
FIG. 10 is a schematic diagram illustrating engine start or idle power generation operation according to an embodiment of the present invention;
fig. 11 is an operation schematic diagram of 3-gear parallel driving and power generation according to the embodiment of the invention.
Description of the reference numerals: 1-an engine, 2-a flywheel damping unit, 2 a-a flywheel damping unit engine end, 2 b-a flywheel damping unit input shaft end, a 3-C1 clutch, a 3a-C1 clutch friction plate, a 3b-C1 clutch outer hub, a 4-planetary gear unit, a 4 a-planetary gear outer ring, a 4 b-planetary gear outer ring gear, a 4C-planetary gear and planet carrier, a 4 d-sun gear and shaft, a 5-P1 motor, a 5a-P1 motor rotor, a 5b-P1 motor stator, a 6-wire harness, a 6a-P1 motor and inverter wire harness, a 6 b-battery pack and inverter wire harness, a 6C-P3 motor and inverter wire harness, a 7-C2 clutch, a 7a-C2 clutch friction plate, a 7b-C2 clutch outer hub, 8-5 gear driving gear, 8a-5 gear driving tooth combination, 8b-5 gear driving tooth, 9-T1 synchronizer, 10-3/4 gear common driving gear, 10a-3/4 gear common driving tooth combination, 10b-3/4 gear common driving tooth, 11-1/2 gear common driving gear, 12-input inner shaft, 13-intermediate shaft, 14-1/2 gear common driven gear, 14a-1/2 gear common driven tooth combination, 14b-1/2 gear common driven tooth, 15-T2 synchronizer, 16-3/4 gear common driven gear, 16a-3/4 gear common driven tooth combination, 16b-3/4 gear common driven tooth, 17-5 gear driven gear, 18-driving reduction driving gear, 19-a main reduction driven gear, 20-a differential unit, 21-P3 motor intermediate shaft, 22-P3 motor main reduction driving gear, 23-P3 motor driven gear, 24-P3 motor driving gear, 25-P3 motor shaft, 26-P3 motor, 26a-P3 motor rotor, 26b-P3 motor stator, 27-inverter and 28-battery pack.
Detailed Description
Various exemplary embodiments of the present disclosure will now be described in detail with reference to the accompanying drawings. The description of the exemplary embodiments is merely illustrative and is in no way intended to limit the disclosure, its application, or uses. The present disclosure may be embodied in many different forms and is not limited to the embodiments described herein. These embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art. It should be noted that: the relative arrangement of parts and steps, the composition of materials, numerical expressions and numerical values set forth in these embodiments are to be construed as merely illustrative, and not as limitative, unless specifically stated otherwise.
As used in this disclosure, "first", "second": and the like, do not denote any order, quantity, or importance, but rather are used to distinguish one element from another. The word "comprising" or "comprises", and the like, means that the element preceding the word comprises the element listed after the word, and does not exclude the possibility that other elements may also be included. "upper", "lower", and the like are used merely to indicate relative positional relationships, and when the absolute position of the object being described is changed, the relative positional relationships may also be changed accordingly.
In the present disclosure, when a specific component is described as being located between a first component and a second component, there may or may not be intervening components between the specific component and the first component or the second component. When it is described that a specific component is connected to other components, the specific component may be directly connected to the other components without having an intervening component, or may be directly connected to the other components without having an intervening component.
All terms (including technical or scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs unless specifically defined otherwise. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the relevant art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.
Techniques, methods, and apparatus known to those of ordinary skill in the relevant art may not be discussed in detail, but are intended to be part of the specification where appropriate.
The power split hybrid system is represented by a Toyota THS hybrid system, and is mainly characterized in that a double-motor driving system consisting of a planetary gear set is connected with a generator and a motor, a system consisting of a sun gear, a planetary gear carrier, a planetary gear and a gear ring is connected with the generator and the motor, the planetary gear can realize the simultaneous driving of the engine and the motor through the distribution of power, torque and rotating speed, and the redundant power of the engine drives the generator to generate power. According to different driving conditions, the power distribution hybrid system can realize modes such as pure electric driving and hybrid driving, when the motor drives the vehicle to run purely electrically, the engine charges the battery through the generator to realize a series hybrid power mode; the engine can also drive the automobile simultaneously with the motor or the generator, and a parallel hybrid power driving mode is formed. The hybrid system of the Toyota is characterized in that the power output of an engine can not be separated from a generator to drive wheels independently, and the power is dynamically distributed to the motor and the wheels, so the hybrid system is called a power-split hybrid system.
The series-parallel hybrid system is represented by a Honda i-MMD hybrid system, and is mainly characterized in that the parallel driving of an engine and the motor is realized through two motors, a reduction gear set and a clutch, and the series power generation of the engine and a generator can also be realized, and the driving motor is driven independently. The system controls the series-parallel connection of the engines by depending on the clutch, because the engines can only participate in the direct drive at a specific rotating speed only at 1 gear, more drives of the vehicle depend on the motor drive, the engines generate electricity in the optimal working range and then are driven by the driving motor, and therefore the power demand on the generator is very large. In addition, in the engine driving mode, the engine can be directly connected with wheels through a clutch to drive the vehicle to run, which is also the main difference between the honda system and the toyota hybrid system.
If the parallel connection driving of the engine of the series-parallel connection hybrid system is only 1 gear, the whole vehicle takes motor driving as the main and engine as the auxiliary, when the vehicle runs at medium and low speed, the generator is used for generating power or the battery discharges to drive the motor to drive the vehicle, when the vehicle runs at high speed, the engine and the differential are connected through the clutch, and when necessary, the motor and the engine cooperatively output power. The hybrid system is more suitable for household vehicles, and if the vehicles need to be pulled or pulled, run on a slope for a long time or run at a super high speed, the series-parallel hybrid system needs to be matched with more power motors or has a particularly high requirement on heat management. If a plurality of gears are matched, the requirements of the hybrid system on oil saving and long-time climbing or super-speed running in a large load state are well met, the characteristic of high transmission efficiency when the engines are connected in parallel can also be met by the plurality of gears, and the hybrid system has the characteristic of more oil saving in theory.
At present, series-parallel connection mixes actuating system generator rotor shaft and input shaft and passes through gear connection, this kind of structure can lead to the generator, driving motor strives for and arranges the space (adopt parallel arrangement, coaxial arrangement all can greatly increased power assembly space), leads to hardly arranging multi-gear mixing actuating system, the operation of the high rotational speed of motor can seriously influence the tooth axle operation stability simultaneously, great vibration, noise can consequently appear in the system, if with motor rotor shaft and clutch housing integration just can solve above-mentioned problem.
In view of the above technical background, if the series-parallel hybrid system is to exert the best economic efficiency on the whole vehicle, the hybrid unit matched with multiple gears needs to include a generator and a driving motor to reserve a layout space, which makes it difficult to realize multiple gears of the hybrid unit.
As shown in fig. 1 and 2, an embodiment of the present invention provides a multi-gear hybrid power system, which includes: an engine 1, a flywheel damping unit 2, a C1 clutch 3, a planetary gear unit 4, a P1 motor 5, a wire harness 6, a C2 clutch 7, a 5-gear driving tooth 8, a T1 synchronizer 9, a 3/4-gear common driving gear 10, a 1/2-gear common driving gear 11, an input inner shaft 12, an intermediate shaft 13, a 1/2-gear common driven gear 14, a T2 synchronizer 15, a 3/4-gear common driven gear 16, a 5-gear driven gear 17, a main reducing driving gear 18, a main reducing driven gear 19, a differential unit 20, a P3 motor intermediate shaft 21, a P3 motor main reducing driving gear 22, a P3 motor driven gear 23, a P3 motor driving gear 24, a P3 motor shaft 25, a P3 motor 26, an inverter 27 and a battery pack 28, wherein the engine 1 is connected with the flywheel damping unit 2 for providing a power source, the C1 clutch 3 is connected to the flywheel damper unit 2, the planetary gear unit 4, the P1 motor 5, and the input inner shaft 12, the planetary gear unit 4 is connected to the P1 motor 5, the C2 clutch 7, and the T1 synchronizer 9, the T1 synchronizer 9 is further connected to the 5-speed driving gear 8 and the 3/4-speed common driving gear 10, the input inner shaft 12 is further connected to the 3/4-speed common driving gear 10 and the 1/2-speed common driving gear 11, the intermediate shaft 13 is connected to the 5-speed driven gear 17, the main reduction driving gear 18, and the T2 synchronizer 15, the 1/2-speed common driven gear 14, and the 3/4-speed common driven gear 16, respectively, the main reduction driven gear 19 is connected to the main reduction driving gear 18 and the differential gear unit 20, respectively, the P3 motor intermediate shaft 21 is respectively connected with the P3 motor main reduction driving gear 22, the P3 motor driven gear 23 and the P3 motor driving gear 24, the P3 motor shaft 25 is respectively connected with the P3 motor driving gear 24 and the P3 motor 26, the inverter 27 is respectively connected with the P1 motor 5, the P3 motor 26 and the battery pack 28 through the wire harness 6,
the multi-gear hybrid power system is configured to switch among an engine driving mode, an engine driving + power generation mode, a P1 motor and P3 motor series driving mode, an engine starting or idling power generation mode, and a pure electric driving or energy recovery mode according to a current vehicle state, and adjust operating states of the engine 1, the C1 clutch 3, the C2 clutch 7, the P1 motor 5, the P3 motor 26, the battery pack 28, and the inverter 27 according to the switched corresponding modes.
The multi-gear hybrid power system of the invention has two power sources for driving the vehicle to run, namely power from the engine 1 and power of the P3 motor 26.
Further, the planetary gear unit 4 comprises a planetary gear outer ring 4a and a planetary gear outer ring gear 4b which are arranged from outside to inside and are concentric, a planetary gear and a planet carrier 4c and a sun gear and shaft 4d which are arranged from outside to inside and are meshed are arranged in the planetary gear outer ring gear 4b, and the planetary gear and the planet carrier 4c are meshed with the planetary gear outer ring gear 4 b; the P1 motor 5 comprises a P1 motor rotor 5a and a P1 motor stator 5b, the planetary gear outer ring 4a is used for fixing the P1 motor rotor 5a, the planetary gear and the planetary carrier 4C are connected with the T1 synchronizer 9 through an input outer shaft, and the sun gear and the shaft 4d are connected with the C2 clutch 7; the rotor 5a of the P1 motor is fixed on the outer ring 4a of the planetary gear, the stator 5b of the P1 motor is connected with the inverter 27 through a P1 motor and inverter wire harness 6a, and the inverter 27 is connected with the battery pack 28 through a battery pack and inverter wire harness 6b.
Further, the C1 clutch 3 includes a C1 clutch friction plate 3a as an input end and a C1 clutch outer hub 3b as an output end, the C1 clutch friction plate 3a is disposed in the planetary gear outer ring gear 4b and coaxially connected with the planetary gear outer ring gear 4b, the C1 clutch outer hub 3b is connected with the input inner shaft 12 and connected with the 3/4-gear common driving gear 10 and the 1/2-gear common driving gear 11 through an inner hole of the sun gear and shaft 4 d; the C2 clutch 7 comprises a C2 clutch friction plate 7a serving as an input end and a C2 clutch outer hub 7b serving as an output end, the C2 clutch friction plate 7a is connected with the sun gear and the shaft 4d, and the C2 clutch outer hub 7b is fixed. Therefore, in the invention, a double-clutch structure consisting of the C1 clutch 3 and the C2 clutch 7 is adopted, each clutch comprises an outer hub and a friction plate, the friction plate corresponding to the C1 clutch 3 is connected with the flywheel damping unit 2 and the planet gear outer ring 4a, and the outer hub corresponding to the C1 clutch 3 is connected with the input inner shaft 12; the friction plate corresponding to the C2 clutch 7 is connected to the sun gear and the shaft 4d, and the outer hub end corresponding to the C2 clutch 7 is fixed. The sun gear and shaft 4d of the planetary gear unit 4 are connected with the friction plate corresponding to the C1 clutch 3, the planetary gear and planet carrier 4C are connected with the input outer shaft and the synchronizer assembly, and the outer ring 4a of the planetary gear is fixed with the rotor 5a of the P1 motor.
Further, the 1/2-gear common driving gear 11 and the 3/4-gear common driving gear 10 are fixed to the input inner shaft 12 and connected to the C1 clutch 3, and the 3/4-gear common driving gear 10 includes a 3/4-gear common driving tooth 10b and a 3/4-gear common driving tooth engaging tooth 10a disposed at one side of the 3/4-gear common driving tooth 10 b; the 1/2-gear common driven gear 14 and the 3/4-gear common driven gear 16 are fixed on the intermediate shaft 13, the 1/2-gear common driven gear 14 includes 1/2-gear common driven teeth 14b and 1/2-gear common driven teeth engaging teeth 14a disposed on both sides of the 1/2-gear common driven teeth 14b, the 3/4-gear common driven gear 16 includes 3/4-gear common driven teeth 16b and 3/4-gear common driven teeth engaging teeth 16a disposed on both sides of the 3/4-gear common driven teeth 16b, and the 1/2-gear common driven teeth engaging teeth 14a and the 3/4-gear common driven teeth engaging teeth 16a are connected with the intermediate shaft 13 through the T2 synchronizer 15. The 1/2-gear shared driven gear 14 is sleeved on the intermediate shaft 13, and the 1/2-gear shared driven gear engaging teeth 14a are connected with the T2 synchronizer 15 to transmit power from the input inner shaft 12 and the input outer shaft, and transmit the power to the differential unit 20 through a main reduction driving gear 18 on the intermediate shaft 13. The 3/4 th common driven gear 16 is fitted over the intermediate shaft 13, and the 3/4 th common driven tooth engaging teeth 16a are connected to the T2 synchronizer 15, and transmit power from the input shaft 12 and the input shaft to the differential unit 20 through the main reduction drive gear 18 on the intermediate shaft 13.
One end of the input inner shaft 12 is connected with an outer hub of the C1 clutch 12 as power input, and the other end is respectively connected with the 3/4 gear common driving gear 10 and the 1/2 gear common driving gear 11. The 1/2-gear common driving gear 11 is fixed on the input inner shaft 12 and is connected with the C1 clutch outer hub 3b, and power is input to the intermediate shaft 13 by meshing the 1/2-gear common driven gear 14; the 3/4-gear common driving gear 10 has 3/4-gear common driving teeth 10b fixed to the input inner shaft 12 and connected to the C1 clutch outer hub 3b, and power is input to the intermediate shaft 13 by engaging the 3/4-gear common driven gear 16.
Further, a gear hub of the T1 synchronizer 9 and the planetary gear and the planet carrier 4c are connected with an input outer shaft, and engaging teeth on both sides of the T1 synchronizer 9 are engaged with the 3/4 gear common driving gear 10 and the 5 gear driving gear 8; specifically, the T1 synchronizer 9 is connected to the input outer shaft, the planetary gear, and the carrier 4c by a spline, and is coupled to the 5 th-gear drive gear 8 and the 3/4 th-gear common drive gear 10 by the left and right movement of the T1 synchronizer 9, so that the engine power input to the outer shaft is transmitted to the corresponding gears, and is not coupled to the 2 th-gear gears (i.e., the 5 th-gear drive gear 8 and the 3/4 th-gear common drive gear 10) in the neutral gear. The hub of the T2 synchronizer 15 is connected to the intermediate shaft 13, and engaging teeth on both sides of the T2 synchronizer 15 are engaged with the 1/2-gear common driven tooth engaging teeth 14a and the 3/4-gear common driven tooth engaging teeth 16 a. Specifically, the T2 synchronizer 15 is connected to the intermediate shaft 13 by an external spline, and is coupled to the 1/2-stage driven common gear 14 and the 3/4-stage driven common gear 16 by the left and right movement of the T2 synchronizer 15, so that engine power from the input inner shaft 12 and the input outer shaft is transmitted to the differential unit 20.
Further, 5 keep off driving gear 8 and include 5 fender driving teeth 8b and set up 5 fender driving teeth combination tooth 8a that keeps off driving teeth 8b one side, 5 keep off driving teeth 8b cover and establish on the input outer axle, 5 keep off driving teeth combination tooth 8a and the input outer epaxial T1 synchronous ware 9 and be connected. Specifically, the 5 th-gear driving tooth 8b is fitted to the input outer shaft through a needle bearing, and the 5 th-gear driving tooth coupling tooth 8a is connected to the T1 synchronizer 9, so that power can be transmitted from the input inner shaft 12 and the input outer shaft, and power is input to the intermediate shaft 13 by engaging with the 5 th-gear driven gear 17.
Further, the main reduction driving gear 18 and the 5 th gear driven gear 17 are fixed on the intermediate shaft 13, and the intermediate shaft 13 is connected with the gear sleeve of the T2 synchronizer 15 to transmit the power of the T2 synchronizer 15 combined with the 1/2 th gear common driven gear 14 or the 3/4 th gear common driven gear 16. The 5 th driven gear 17 is fixed to the intermediate shaft 13, and transmits engine power from the 5 th drive gear 8 to the differential gear unit 20 through the main reduction drive gear 18 on the intermediate shaft 13. The main reduction drive gear 18 is fixed to the intermediate shaft 13, and the main reduction drive gear 18 transmits engine power from the 1/2-speed common drive gear 11, the 3/4-speed common drive gear 10, and the 5-speed drive gear 8, and transmits the engine power to the differential unit 20 and the wheels through the main reduction driven gear 19.
Further, the P3 motor 26 includes a P3 motor rotor 26a and a P3 motor stator 26b, the P3 motor rotor 26a is connected with the differential gear unit 20 through a P3 motor transmission unit, the P3 motor stator 26b is connected with the inverter 27 and the battery pack 28 through a P3 motor and inverter harness 6c, and power can be output through the P3 motor 26 to drive the vehicle to run, or the power can be stored in the battery pack 28 as inertial energy of the vehicle is converted into electric energy during coasting and braking; the P3 motor transmission unit comprises a P3 motor shaft 25, a P3 motor driving gear 24, a P3 motor intermediate shaft 21, a P3 motor driven gear 23 and a P3 motor driving reduction driving gear 22, the P3 motor driving gear 24 is fixed at one end of the P3 motor shaft 25, the P3 motor shaft 25 is connected with a P3 motor rotor 26a, the P3 motor driving reduction driving gear 22 and the P3 motor driven gear 23 are respectively arranged at two ends of the P3 motor intermediate shaft 21, and the driving reduction driving gear 19 is connected with the differential mechanism unit 20. The P3 motor rotor 26a is fixed on a P3 motor shaft 25, and the P3 motor rotor 26a drives the P3 motor shaft 25, a P3 motor driving gear 24 and a P3 motor intermediate shaft driven gear 23, and then is transmitted to the differential unit 20 and wheels through a P3 motor main reduction driving gear 22. The P3 motor stator 26b is connected to the inverter 27 and the battery pack 28 through the wire harness 6, when the P3 motor 26 is used as power output, the P3 motor rotor 26a converts electric energy of the battery pack 28 into magnetic field energy, the P3 motor stator 26b outputs rotational mechanical energy, and when the P3 motor 26 is used as a generator in a sliding and braking working condition, inertial energy of the whole vehicle can be converted into magnetic field energy through the P3 motor rotor 26a and further converted into electric energy, and then stored in the battery pack 28. The P3 motor shaft 25 is connected with a P3 motor rotor 26a and a P3 motor driving gear 24; the P3 motor driving gear 24 and the P3 motor rotor 26a are fixed on a P3 motor shaft 25, and the P3 motor driving gear 24 is meshed with the P3 motor intermediate shaft driven gear 23. The P3 motor intermediate shaft driven gear 23 is fixed on the P3 motor intermediate shaft 21, and power from the P3 motor 26 can be transmitted by meshing the P3 motor driving gear 24. The P3 motor intermediate shaft 21 is connected with a P3 motor driven gear 24 and a P3 motor main reduction driving gear 22. The P3 motor driving and reducing gear 22 is fixed on a P3 motor intermediate shaft 21, and transfers the inertia energy of the vehicle sliding and braking to a P3 motor stator 26b by meshing the driving and reducing driven gear 19.
Further, the flywheel damping unit 2 includes a flywheel damping unit engine end 2a and a flywheel damping unit input shaft end 2b, the flywheel damping unit engine end 2a is connected with the engine 1, and the flywheel damping unit input shaft end 2b is connected with the input inner shaft 12. In a specific implementation, the flywheel damping unit 2 may include a flywheel, a damping spring, and an output structure, where the damping spring and the output structure are connected to the P1 motor rotor 5a, and are used to drive the P1 motor rotor 5a or serve as a connecting member for starting the engine 5 by the P1 motor 5.
Furthermore, 5 gears are arranged during engine driving, so that the advantage of the optimal transmission efficiency during driving of the engine 1 can be exerted to the maximum extent, and the engine 1 can be driven by the P3 motor 26 in a combined manner, so that the device is expanded and suitable for vehicle types and working conditions with large loads and complex working conditions.
Specifically, when the engine 1 is in a high-efficiency rotating speed, the engine 1 is used as driving power, when the rotating speed of the entering engine is higher than the high-efficiency rotating speed, the C1 clutch 3 and the C2 clutch 7 are switched to work through an auxiliary synchronizer, gear shifting is achieved, after gear shifting, due to the fact that the rotating speed of the engine 1 is reduced, the P1 motor 5 can be clutched, the rotating speed of the engine is pulled to the high-efficiency rotating speed of the engine, and power interruption time can be driven by the P3 driving motor 26. A
In an embodiment of the invention, under a heavy load state of a vehicle, when complex working conditions such as long-time high speed and climbing are required and the power of the engine 1 is limited, the engine can be driven by the P3 motor 26, if only 1 gear or less gears exist, the vehicle cannot realize high-speed driving and low-speed climbing, and the P3 motor 26 cannot be used under heavy load for a long time, so that the engine 1 can provide driving force by a plurality of gears and can meet the use scene under any working conditions by assisting the work of the P3 motor 26.
Specifically, in the engine drive mode, the engine 1 is operated, the P1 motor 5, the P3 motor 26, the battery pack 28, and the inverter 27 are not operated, and in the 1 st and 3 rd gears, the C1 clutch 3 is not operated, and the C2 clutch 7 is operated; in gears 2, 4, and 5, the C1 clutch 3 is activated and the C2 clutch 7 is deactivated.
In one embodiment of the invention, when the engine 1 drives the vehicle in 1-gear, as shown in fig. 3, when the hybrid system receives a request of driving the vehicle in 1-gear from the engine, the C1 clutch 3 and the C2 clutch 7 are both disengaged and not combined, the P1 motor stator 5b of the P1 motor 5 is powered on to drive the P1 motor rotor 5a, so that the engine 1 is started; meanwhile, the T1 synchronizer 9 is combined with a 3/4 gear shared driving tooth combination tooth 10a of a 3/4 gear shared driving gear 10, then the T2 synchronizer 15 is combined with a 1/2 gear shared driven tooth combination tooth 14a of a 1/2 gear shared driven gear 14, and then the pressure is built up through a hydraulic system of the C2 clutch 7 to enable the C2 clutch friction plates 7a and the C2 clutch outer disk hub 7b to be combined slowly from the beginning of sliding friction; after the above operation is completed, the power of the engine 1 passes through the flywheel damper unit 2, the outer planet gear ring 4a, the outer planet gear ring 4b, the planet gear and planet carrier 4c, the T1 synchronizer 9, the 3/4-gear common driving gear 10, the 1/2-gear common driving gear 11, the 1/2-gear common driven gear 14, the T2 synchronizer 15, the main reduction driving gear 18, the main reduction driven gear 19, the differential unit 20 and the wheels in sequence, so that the engine 1 drives the vehicle to run in the 1-gear driving mode.
In one embodiment of the invention, when the engine 1 drives the vehicle in the 2-gear, as shown in fig. 4, when the hybrid system receives a request of driving the vehicle in the 2-gear of the engine, the C1 clutch 3 starts to build pressure to enable the C1 clutch friction plates 3a and the C1 clutch outer hub 3b to be in friction sliding, and simultaneously the C2 clutch 7 is depressurized, and when the pressure and the rotating speed of the two meet the set requirements, the C1 clutch 3 is completely engaged and the C2 clutch 7 is completely disengaged; meanwhile, the T1 synchronizer 9 and the T2 synchronizer 15 maintain the 1 st gear position and state; after the above operation is completed, the power of the engine 1 passes through the flywheel damping unit 2, the outer ring gear 4a of the planetary gear unit 4, the C1 clutch 3, the 1/2-gear common driving gear 11, the 1/2-gear common driven gear 14, the T2 synchronizer 15, the main reduction driving gear 18, the main reduction driven gear 19, the differential unit 20, and the wheels in sequence, so that the engine 1 drives the vehicle to run in the 2-gear.
In one embodiment of the invention, when the hybrid system receives a request for driving the vehicle in 3 rd gear from the engine 1 as shown in fig. 5, the C1 clutch 3 starts to step down to be completely disengaged, and the T2 synchronizer 15 is engaged with the 3/4 th-gear common driven tooth engaging teeth 16a of the 3/4 th-gear common driven gear 16; meanwhile, the C2 clutch 7 starts to build pressure and slide friction, and the C2 clutch 7 is completely combined when the pressure and the rotating speed meet the set requirements; after the above operation is completed, the power of the engine 1 passes through the flywheel damper unit 2, the outer planet gear ring 4a, the outer planet gear ring 4b, the planet gear and planet carrier 4c, the T1 synchronizer 9, the 3/4-gear common driving gear 10, the 3/4-gear common driven gear 16, the T2 synchronizer 15, the main reduction driving gear 18, the main reduction driven gear 19, the differential unit 20 and the wheels in sequence, so that the engine 1 drives the vehicle to run in the 3-gear driving mode.
In one embodiment of the invention, when the engine 1 drives the vehicle in 4-gear, as shown in fig. 6, when the hybrid system receives a request of driving the vehicle in 4-gear from the engine, the C1 clutch 3 starts to build pressure to make the C1 clutch friction plates 3a and the C1 clutch outer hub 3b slide and rub, and at the same time, the C2 clutch 7 reduces the pressure, and when the pressure and the rotating speed of the two meet the set requirements, the C1 clutch 3 is completely engaged and the C2 clutch 7 is completely disengaged; meanwhile, the T1 synchronizer 9 and the T2 synchronizer 15 maintain the 3-gear position and state; after the above operation is completed, the power of the engine 1 can pass through the flywheel damper unit 2, the outer planet gear ring 4a of the planet gear unit 4, the outer planet gear ring 4b, the C1 clutch 3, the 3/4-gear common driving gear 10, the 3/4-gear common driving gear 16, the T2 synchronizer 15, the main reduction driving gear 18, the main reduction driven gear 19, the differential unit 20, and the wheels in sequence, so that the engine 1 can drive the vehicle to run in 4 gears.
In one embodiment of the invention, when the engine 1 drives the vehicle in 5-gear, as shown in fig. 7, when the hybrid system receives a request of driving the vehicle in 5-gear from the engine, the C1 clutch 3 starts to decompress until the clutch is completely disengaged, the T1 synchronizer 9 is engaged with the 5-gear driving tooth engaging tooth 8a of the 5-gear driving gear 8, and the T2 synchronizer 15 returns to the neutral position; meanwhile, the C2 clutch 7 builds pressure, and when the pressure and the rotating speed meet the set requirements, the C2 clutch 7 is completely combined; after the above operations are completed, the engine 1 can drive the vehicle to run in the 5 th gear by power of the engine 1 through the flywheel damping unit 2, the planetary gear outer ring 4a, the planetary gear outer ring 4b, the planetary gear and the planet carrier 4c, the T1 synchronizer 9, the 5 th driving gear 8, the 5 th driven gear 17, the main reduction driving gear 18, the main reduction driven gear 19, the differential unit 20 and the wheels in sequence.
Further, in the engine drive + power generation mode, in the 1 st gear-5 th gear, the engine 1 is operated, the C1 clutch 3 and the C2 clutch 7 adjust the operating state according to the actual situation, the P1 motor 5 is operated, the P3 motor 26 is not operated, and the battery pack 28 and the inverter 27 are operated. Specifically, the hybrid system can also run in any gear of the engine to generate power, for example, the engine drives the vehicle in 3 gear, and the power generation operation is as shown in fig. 11, when the hybrid system requests the power generation operation when the engine operates in 3 gear, the C2 clutch 7, the T1 synchronizer 9 and the T2 synchronizer 15 keep the positions unchanged; meanwhile, the stator 5b of the P1 motor 5 of the P1 motor is switched on, the mechanical energy of the rotor 5a of the P1 motor is converted into electric energy, and the electric energy is finally transmitted to the battery pack 28 for storage through the P1 motor and inverter wire harness 6a and the battery pack and inverter wire harness 6 b; in parallel with the above operation, the power of the engine 1 passes through the flywheel damper unit 2, the outer ring gear 4a of the planetary gear 4, the outer ring gear 4b of the planetary gear, the planetary gear and the carrier 4c, the T1 synchronizer 9, the 3/4 th common drive gear 10, the 3/4 th common driven gear 16, the T2 synchronizer 15, the main reduction drive gear 18, the main reduction driven gear 19, the differential unit 20, and the wheels in sequence, so that the engine 1 drives the vehicle to travel in the 3 rd gear.
Further, in the P1 motor and P3 motor series driving mode, the engine 1 is operated, the C1 clutch 3 and the C2 clutch 7 are not operated, and the P1 motor 5, the P3 motor 26, the battery pack 28, and the inverter 27 are operated. Specifically, the P1 and P3 motors are driven in series as shown in fig. 9, when the hybrid system receives a series driving request, the C1 clutch 3 and the C2 clutch 7 are completely disengaged, and the T1 synchronizer 9 and the T2 synchronizer 15 return to the neutral position; meanwhile, a P1 motor stator 5b of the P1 motor 5 is connected with a power supply to drive a P1 motor rotor 5a so as to start the engine 1, then the engine 1 drives the flywheel damping unit 2, an outer ring 4a of the planetary gear unit 4 and the P1 motor rotor 5a, then the P1 motor stator 5b is converted into electric energy, the electric energy is transmitted to a P3 motor stator 26b through a P1 motor and inverter wiring harness 6a and a P3 motor and inverter wiring harness 6c, then the electric energy is converted into rotary mechanical energy by the P3 motor rotor 26a to drive the P3 motor 26, the power of the P3 motor 26 sequentially passes through a P3 motor shaft 25, a P3 motor driving gear 24, a P3 motor intermediate shaft driven gear 23, a P3 motor main driving gear 22, a main driving gear 18, a main driving gear 19, a differential gear unit 20 and wheels to drive the vehicle, the engine drives the P1 motor to generate electricity and then transmits the electricity to the P3 motor to drive form of series drive.
Further, in the engine start or idle power generation mode, the engine 1 is operated, the C1 clutch 3 and the C2 clutch 7 are not operated, the P1 motor 5 is operated, the P3 motor 26 is not operated, and the battery pack 28 and the inverter 27 are operated. Specifically, to start engine operation as shown in fig. 10, when the hybrid system receives a request to start the engine, the C1 clutch 3 and the C2 clutch 7 are fully disengaged, and the T1 synchronizer 9 and the T2 synchronizer 15 return to the neutral position; at the same time, the P1 motor stator 5b of the P1 motor 5 is powered on, and drives the P1 motor rotor 5a to start the engine 1.
Further, idle power generation operation as shown in fig. 10, when the hybrid system receives an idle power generation request, the C1 clutch 3 and the C2 clutch 7 are completely disengaged, and the T1 synchronizer 9 and the T2 synchronizer 15 return to the neutral position; meanwhile, a P1 motor stator 5b of the P1 motor 5 is powered on to drive a P1 motor rotor 5a so as to start the engine 1, then the engine 1 drives the flywheel damping unit 2, a planetary gear outer ring 4a of the planetary gear unit 4 and the P1 motor rotor 5a of the P1 motor, the P1 motor stator 5b converts the electric energy into the electric energy, and the electric energy is finally transmitted to the battery pack 28 for storage through the P1 motor and the inverter wire harness 6a and the battery pack and the inverter wire harness 6b.
Further, in the pure electric drive or energy recovery mode, the engine 1, the C1 clutch 3, the C2 clutch 7, and the P1 motor 5 are not operated, and the P3 motor 26, the battery pack 28, and the inverter 27 are operated.
Specifically, when the hybrid electric vehicle receives a pure electric driving request, as shown in fig. 8, the C1 clutch 3 and the C2 clutch 7 are completely disengaged, and the T1 synchronizer 9 and the T2 synchronizer 15 return to the neutral position; meanwhile, the P3 motor 26 starts to execute the work request, starts the P3 motor rotor 26a and drives the P3 motor shaft 25 to drive; after the above operations are completed, the electric energy of the battery pack 28 passes through the battery pack and inverter wiring harness 6b, the inverter 27, the P3 motor and inverter wiring harness 6c and the P3 motor stator 26b, and then is converted into magnetic field energy by the P3 motor stator 26b to further drive the P3 motor rotor 26a to rotate, and the power of the P3 motor 26 passes through the P3 motor shaft 25, the P3 motor driving gear 24, the P3 motor intermediate shaft driven gear 23, the P3 motor main reduction driving gear 22, the main reduction driving gear 18, the main reduction driven gear 19, the differential unit 20 and the wheels in sequence, so that the vehicle runs in pure electric mode.
Further, when the entire vehicle is in an energy recovery state, as shown in fig. 8, when the hybrid system receives an energy recovery request in a wheel sliding or braking state, the working components are completely the same as those in pure electric driving, except that when the vehicle slides or brakes, power is converted into electric energy through the wheels, the differential unit 20, the driving and reducing driven gear 19, the driving and reducing driving gear 18, the P3 motor driving and reducing driving gear 22, the P3 motor intermediate shaft driven gear 23, the P3 motor driving gear 24, the P3 motor shaft 25, the P3 motor rotor 26a, the P3 motor stator 26b, and is stored in the battery pack 28 through the P3 motor and inverter harness 6c, the inverter 27, the battery pack and the inverter harness 6b.
The operating states of the engine 1, the C1 clutch 3, the C2 clutch 7, the P1 motor 5, the P3 motor 26, the battery pack 28, and the inverter 27 in the main operating mode of the multi-stage hybrid system are shown in table 1, where √ denotes engaged operation, and ×, denotes not engaged operation, indicating actual conditions.
TABLE 1 operating states of the engine, C1 clutch, C2 clutch, P1 motor, P3 motor, battery pack, and inverter in each operating mode
Figure BDA0003766336440000181
For different working conditions or actual roads, the operation in the single mode or the combined mode can be performed according to different strategies, and table 2 shows common operation modes.
TABLE 2 vehicle states, conditions and corresponding modes of operation
Figure BDA0003766336440000182
Figure BDA0003766336440000191
As shown in table 2, in the oil-starved and power-starved state: when the pure electric drive is driven in series or in parallel under the working condition of no power shortage, the pure electric drive can be used as compensation drive power at any time according to the actual rotating speed and torque response conditions and set logics; the vehicle runs at low speed or starts under a small load, and the working mode is pure electric drive; when the running speed is amplified by the main reduction gear and the connected gear, the corresponding engine rotating speed is just in the optimal working range of the internal combustion engine, and the required power is close to the optimal working range, the clutch is combined, and the two motors do not work when the engine directly drives the automobile to run (are driven in parallel).
Under the states of no oil shortage and no electricity shortage: when the engines are driven in parallel to run, if the output power of the corresponding internal combustion engine in the optimal working interval is more than the required power, the internal combustion engine is continuously kept working in the optimal working interval at the moment to drive the generator to charge the battery.
Under the oil-deficient and electricity-deficient state: and a P3 motor is adopted for pure electric drive.
According to the multi-gear hybrid power system provided by the embodiment of the invention, the hybrid power system driven by 5 gears of the engine is realized by adopting the one group of planetary gear units, the one group of double clutch units, the two groups of synchronizers and the gear shaft system, has the characteristics of more gears, small axial arrangement space and the like, and effectively solves the problems of few gears and poor energy recovery efficiency; the forward switching of 5 gears is realized by adopting a group of double clutches, a group of planetary gear units and two groups of synchronizers, and the driving gear and the driven gear are shared by 1/2 gear and 3/4 gear, so that the number of gears is reduced, the structure is simplified and the number of gears is reduced; the rotor of the generator P1 is integrated in the outer ring of the planetary gear, the clutch C1 is integrated in the rotor of the motor P1 and the ring gear of the planetary gear, and the axial arrangement space of the motor and the clutch can be reduced by the integration scheme; the gear shifting frequency is reduced through the combination of the double clutches and the common gear, so that the gear shifting time and the gear shifting impact frequency are reduced, 1 gear, 3 gear and 5 gear are realized through the combination of the planetary gear and the planetary carrier and the clutch C2, the clutch C1 is connected with the driving gear of the 1/2 gear and the 3/4 gear common gear to realize 2 gear and 4 gear, the 1 gear and 2 gear are realized through the switching of the C1 and C2 clutches, the process that the traditional synchronizer is separated from the 1 gear and combined with the 2 gear is cancelled, the gear shifting time and the gear shifting impact can be reduced to the maximum extent, the 3 gear and 4 gear are also switched by the double clutches, and the 3 gear shifting of the 2 gear and the 5 gear shifting of the 4 gear still need the work of the synchronizer; the multi-gear series-parallel hybrid power system has 5 gear characteristics, so that the optimal efficiency of engine driving and the strong applicability can be exerted to the greatest extent, the series-parallel hybrid oil receiving characteristic can be exerted to the greatest extent, and the multi-gear series-parallel hybrid power system can be expanded and applied to large-load and complex working conditions, for example, when a large-scale SUV, MPV or pickup hybrid system is small in gear, and when a vehicle is large in load and needs to climb a slope or run at an ultrahigh speed for a long time, motor overheating protection can occur due to long-time large-load series running of the P1 and P3 motors, and the multi-gear hybrid power system can well meet the requirements of the working conditions by utilizing parallel connection of the engines and series-drive; the driving motor P3 is connected with the differential through the independent P3 motor transmission unit, so that the transmission efficiency of the P3 driving motor during driving and energy recovery can be improved.
Thus, various embodiments of the present disclosure have been described in detail. Some details well known in the art have not been described in order to avoid obscuring the concepts of the present disclosure. It will be fully apparent to those skilled in the art from the foregoing description how to practice the presently disclosed embodiments.
Although some specific embodiments of the present disclosure have been described in detail by way of example, it should be understood by those skilled in the art that the above examples are for illustration only and are not intended to limit the scope of the present disclosure. It will be understood by those skilled in the art that various changes may be made in the above embodiments or equivalents may be substituted for elements thereof without departing from the scope and spirit of the present disclosure. The scope of the present disclosure is defined by the appended claims.

Claims (10)

1. A multi-gear hybrid power system is characterized by comprising:
the device comprises an engine, a flywheel damping unit, a C1 clutch, a planetary gear unit, a P1 motor, a wire harness, a C2 clutch, a 5-gear driving tooth, a T1 synchronizer, a 3/4-gear shared driving gear, a 1/2-gear shared driving gear, an input inner shaft, a middle shaft, a 1/2-gear shared driven gear, a T2 synchronizer, a 3/4-gear shared driven gear, a 5-gear driven gear, a main reducing driving gear, a main reducing driven gear, a differential unit, a P3 motor middle shaft, a P3 motor main reducing driving gear, a P3 motor driven gear, a P3 motor driving gear, a P3 motor shaft, a P3 motor, an inverter and a battery pack, wherein the engine is connected with the flywheel damping unit and used for providing a power source, the C1 clutch is respectively connected with the flywheel damping unit, the planetary gear unit, the P1 motor and the input inner shaft, the planetary gear unit is respectively connected with the P1 motor, the C2 clutch and the T1 synchronizer, the T1 synchronizer is also respectively connected with the 5-gear driving gear and the 3/4-gear common driving gear, the input inner shaft is also connected with the 3/4-gear common driving gear and the 1/2-gear common driving gear, the intermediate shaft is respectively connected with the 5-gear driven gear, the main reduction driving gear and the T2 synchronizer, the T2 synchronizer is also respectively connected with the 1/2-gear common driven gear and the 3/4-gear common driven gear, the main reduction driven gear is respectively connected with the main reduction driving gear and the differential mechanism unit, the P3 motor intermediate shaft is respectively connected with the P3 motor main reduction driving gear, the P3 motor driven gear and the P3 motor driving gear, the shaft of the P3 motor is respectively connected with the driving gear of the P3 motor and the P3 motor, the inverter is respectively connected with the P1 motor, the P3 motor and the battery pack through the wiring harness,
the multi-gear hybrid power system is configured to switch among an engine driving mode, an engine driving + power generation mode, a P1 motor and P3 motor series driving mode, an engine starting or idling power generation mode and a pure electric driving or energy recovery mode according to a current vehicle state, and adjust operating states of the engine, the C1 clutch, the C2 clutch, the P1 motor, the P3 motor, the battery pack and the inverter according to the switched corresponding modes.
2. The multi-gear hybrid power system according to claim 1, wherein the planetary gear unit comprises an outer ring of planet gears and an outer ring of planet gears arranged from outside to inside and concentrically, wherein the outer ring of planet gears is provided with planet gears and a planet carrier arranged from outside to inside and meshed with a sun gear and a shaft, and the planet gears and the planet carrier are meshed with the outer ring of planet gears; the P1 motor comprises a P1 motor rotor and a P1 motor stator, the outer ring of the planetary gear is used for fixing the P1 motor rotor, the planetary gear and the planet carrier are connected with the T1 synchronizer through an input outer shaft, and the sun gear and the shaft are connected with the C2 clutch; the P1 motor rotor is fixed on the outer ring of the planetary gear, the P1 motor stator is connected with the inverter through a P1 motor and an inverter wire harness, and the inverter is connected with the battery pack through a battery pack and the inverter wire harness.
3. The multi-speed hybrid power system according to claim 2, wherein the C1 clutch comprises a C1 clutch disk as an input end and a C1 clutch outer hub as an output end, the C1 clutch disk is disposed within the outer ring gear of the planetary gear and coaxially connected to the outer ring gear of the planetary gear, and the C1 clutch outer hub is connected to the input inner shaft and connected to the 3/4-speed common drive gear and the 1/2-speed common drive gear through inner bores of the sun gear and the shaft; the C2 clutch comprises a C2 clutch friction plate serving as an input end and a C2 clutch outer hub serving as an output end, the C2 clutch friction plate is connected with the sun gear and the shaft, and the C2 clutch outer hub is fixed.
4. The multi-gear hybrid power system according to claim 2, wherein the 1/2-gear common driving gear and the 3/4-gear common driving gear are fixed to the input shaft and connected to the C1 clutch, and the 3/4-gear common driving gear includes a 3/4-gear common driving tooth and a 3/4-gear common driving tooth engaging tooth provided on one side of the 3/4-gear common driving tooth; the 1/2-gear common driven gear and the 3/4-gear common driven gear are fixed on the intermediate shaft, the 1/2-gear common driven gear comprises 1/2-gear common driven teeth and 1/2-gear common driven tooth combining teeth arranged on two sides of the 1/2-gear common driven teeth, the 3/4-gear common driven gear comprises 3/4-gear common driven teeth and 3/4-gear common driven tooth combining teeth arranged on two sides of the 3/4-gear common driven teeth, and the 1/2-gear common driven tooth combining teeth and the 3/4-gear common driven tooth combining teeth are connected with the intermediate shaft through the T2 synchronizer.
5. The multi-gear hybrid power system according to claim 4, wherein a hub of the T1 synchronizer, the planetary gears and a planet carrier are connected with an input outer shaft, and combination teeth on two sides of the T1 synchronizer are meshed with the 3/4-gear common driving gear and the 5-gear driving gear; and a gear hub of the T2 synchronizer is connected with the intermediate shaft, and the combined teeth on two sides of the T2 synchronizer are meshed with the 1/2 gear shared driven tooth combined tooth and the 3/4 gear shared driven tooth combined tooth.
6. The multi-gear hybrid power system according to claim 5, wherein the 5-gear driving gear comprises a 5-gear driving gear and a 5-gear driving gear engaging gear arranged on one side of the 5-gear driving gear, the 5-gear driving gear is sleeved on the input outer shaft, and the 5-gear driving gear engaging gear is connected with a T1 synchronizer on the input outer shaft.
7. The multi-speed hybrid powertrain according to claim 1, wherein the main reduction drive gear and the 5 th driven gear are fixed to the countershaft, which is connected to a sleeve gear of the T2 synchronizer for transmitting power of the T2 synchronizer in combination with the 1/2 th or 3/4 th common driven gear.
8. The multi-range hybrid powertrain of claim 1, wherein the P3 electric machine comprises a P3 electric machine rotor and a P3 electric machine stator, the P3 electric machine rotor being connected to the differential unit by a P3 electric machine drive unit, the P3 electric machine stator being connected to the inverter and the battery pack by a P3 electric machine and inverter harness; the P3 motor transmission unit comprises a P3 motor shaft, a P3 motor driving gear, a P3 motor intermediate shaft, a P3 motor driven gear and a P3 motor driving reduction driving gear, the P3 motor driving gear is fixed at one end of the P3 motor shaft, the P3 motor shaft is connected with the P3 motor rotor, the P3 motor driving reduction driving gear and the P3 motor driven gear are respectively arranged at two ends of the P3 motor intermediate shaft, and the driving reduction driving gear is connected with the differential mechanism unit.
9. The multi-gear hybrid power system according to claim 1, wherein the flywheel damper unit comprises a flywheel damper unit engine end and a flywheel damper unit input shaft end, the flywheel damper unit engine end being connected to the engine, the flywheel damper unit input shaft end being connected to the input inner shaft.
10. The multi-speed hybrid power system according to claim 1, wherein in the engine-driven mode, the engine is on, the P1 electric machine, the P3 electric machine, the battery pack, and the inverter are not operated, and in 1 and 3 speeds, the C1 clutch is not operated and the C2 clutch is operated; in the gears 2, 4 and 5, the C1 clutch works, and the C2 clutch does not work;
in the engine driving and power generating mode, when the gear 1-5 is in gear, the engine works, the C1 clutch and the C2 clutch adjust the working state according to the actual condition, the P1 motor works, the P3 motor does not work, and the battery pack and the inverter work;
in the P1 motor and P3 motor series driving mode, the engine operates, the C1 clutch and the C2 clutch do not operate, and the P1 motor, the P3 motor, the battery pack and the inverter operate;
in the engine starting or idling power generation mode, the engine works, the C1 clutch and the C2 clutch do not work, the P1 motor works, the P3 motor does not work, and the battery pack and the inverter work;
in the pure electric drive or energy recovery mode, the engine, the C1 clutch, the C2 clutch and the P1 motor do not work, and the P3 motor, the battery pack and the inverter work.
CN202210887687.XA 2022-07-26 2022-07-26 Multi-gear hybrid power system Pending CN115246312A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202210887687.XA CN115246312A (en) 2022-07-26 2022-07-26 Multi-gear hybrid power system

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202210887687.XA CN115246312A (en) 2022-07-26 2022-07-26 Multi-gear hybrid power system

Publications (1)

Publication Number Publication Date
CN115246312A true CN115246312A (en) 2022-10-28

Family

ID=83699895

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202210887687.XA Pending CN115246312A (en) 2022-07-26 2022-07-26 Multi-gear hybrid power system

Country Status (1)

Country Link
CN (1) CN115246312A (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN117445646A (en) * 2023-12-26 2024-01-26 中国第一汽车股份有限公司 Hybrid power system and vehicle

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN117445646A (en) * 2023-12-26 2024-01-26 中国第一汽车股份有限公司 Hybrid power system and vehicle
CN117445646B (en) * 2023-12-26 2024-03-15 中国第一汽车股份有限公司 Hybrid power system and vehicle

Similar Documents

Publication Publication Date Title
CN101678751B (en) Power transmission device
CN101149095B (en) Hybrid power drive device based on double clutch automatic speed-changer
CN104279280A (en) Power transmission system of hybrid electric vehicle
JP6403471B2 (en) Power transmission device for hybrid vehicle
JP2020506341A (en) Drive assembly for horizontal vehicle
CN107901748A (en) A kind of transmission device for longitudinal rear-guard motor vehicle driven by mixed power
CN104279279A (en) Power transmission system of hybrid electric vehicle
KR102394572B1 (en) Power transmission apparatus for vehicle
CN104279274A (en) Power transmission system of hybrid electric vehicle
CN104279314A (en) Power transmission system of hybrid electric vehicle
US20230050096A1 (en) Gearbox for an electric powertrain
CN110962577A (en) Hybrid power gearbox and hybrid power variable speed transmission system
CN115246312A (en) Multi-gear hybrid power system
CN112895878A (en) Longitudinally-arranged double-motor hybrid power transmission device
CN111319448A (en) Power driving system and vehicle
CN216942663U (en) Two keep off special hybrid transmission and car
CN213082897U (en) Dual-motor hybrid power driving system and hybrid power vehicle
CN112829575A (en) Hybrid electric drive system with double motors and double star gear mechanisms
EP3733437A1 (en) Transmission, single-clutch powertrain system, and method for operating a single-clutch powertrain system
CN211663047U (en) Hybrid power gearbox, hybrid power driving system and automobile
CN111376701A (en) Hybrid power driving system and hybrid power automobile
CN220785437U (en) Double-planet row mixing system
CN215360911U (en) Planetary hybrid drive for a motor vehicle
CN215360912U (en) Double-motor planetary hybrid power transmission device of motor vehicle
CN215360905U (en) Multi-gear speed hybrid power device

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination