CN116278710A - Power coupling system, control method and vehicle - Google Patents

Power coupling system, control method and vehicle Download PDF

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Publication number
CN116278710A
CN116278710A CN202310023065.7A CN202310023065A CN116278710A CN 116278710 A CN116278710 A CN 116278710A CN 202310023065 A CN202310023065 A CN 202310023065A CN 116278710 A CN116278710 A CN 116278710A
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CN
China
Prior art keywords
gear
coupling system
clutch
power coupling
engine
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Pending
Application number
CN202310023065.7A
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Chinese (zh)
Inventor
李东东
张安伟
周文太
张良
漆择晗
余文韬
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Guangzhou Automobile Group Co Ltd
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Guangzhou Automobile Group Co Ltd
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Application filed by Guangzhou Automobile Group Co Ltd filed Critical Guangzhou Automobile Group Co Ltd
Priority to CN202310023065.7A priority Critical patent/CN116278710A/en
Publication of CN116278710A publication Critical patent/CN116278710A/en
Pending legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • 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
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The application discloses a power coupling system, a control method and a vehicle; the power coupling system comprises a driving motor, an engine and a double clutch, wherein the engine is connected with an input shaft, a first gear and a second gear are connected to the input shaft, the double clutch is connected to an intermediate shaft and comprises a first clutch and a second clutch, the first clutch is connected with the first gear, and the second clutch is connected with the second gear to form two different transmission ratios of the engine; the two gears of the engine are switched through the double clutch, so that the structure is simplified, the dynamic property and the economical efficiency of the power coupling system are improved, and the convenience and the comfort of gear shifting are improved; the double clutch is arranged on the intermediate shaft, so that the size and occupied space of the power coupling system are reduced, and the compactness of the structure of the power coupling system is improved.

Description

Power coupling system, control method and vehicle
Technical Field
The application relates to the technical field of control of automobiles, in particular to a power coupling system, a control method and a vehicle.
Background
The hybrid power coupling system is used in a hybrid power automobile, relates to integrated design and arrangement of an engine, a driving motor, a gear shaft transmission system and the like, is generally used for gear shifting through a synchronizer and a gear shifting structure, and is complex in structure, large in size, large in occupied space and large in layout difficulty of all parts.
It can be seen that there is a need for improvements and improvements in the art.
Disclosure of Invention
In view of the above-mentioned shortcomings of the prior art, an object of the present application is to provide a power coupling system, a control method and a vehicle, which aim to improve the structural compactness of the power coupling system and reduce the space occupied by the power coupling system.
In order to achieve the above purpose, the present application adopts the following technical scheme:
in one aspect, the present application discloses a power coupling system comprising:
a driving motor;
the engine is connected with an input shaft, and the input shaft is connected with a first gear and a second gear;
the double clutch is connected to the intermediate shaft and comprises a first clutch and a second clutch, wherein the first clutch is connected with the first gear, and the second clutch is connected with the second gear so as to form two different transmission ratios of the engine.
In some embodiments of the present application, the drive end of the first clutch and the drive end of the second clutch are connected to the intermediate shaft;
the driven end of the first clutch is connected with a first connecting shaft, a third gear is connected to the first connecting shaft, and the third gear is meshed with the first gear to form a first gear of the engine;
the driven end of the second clutch is connected with a second connecting shaft, a fourth gear is connected to the second connecting shaft, and the fourth gear is meshed with the second gear to form a second gear of the engine.
In some embodiments of the present application, the power coupling system further includes a generator, an output end of the generator is connected with a first motor shaft, a fifth gear is connected to the first motor shaft, and the fifth gear is meshed with the first gear or the fifth gear is meshed with the second gear.
In some embodiments of the present application, one end of the first gear is meshed with the third gear, and the other end of the first gear is meshed with the fifth gear.
In some embodiments of the present application, the power coupling system further comprises a differential having a sixth gear connected thereto; and a seventh gear is further connected to the intermediate shaft, and the sixth gear is meshed with the seventh gear.
In some embodiments of the present application, the power coupling system further includes a reduction gear, and the driving motor is connected to the differential through the reduction gear.
In some embodiments of the present application, the output end of the driving motor is connected with a second motor shaft, and an eighth gear is arranged on the second motor shaft;
the speed reducing device comprises a third connecting shaft, a ninth gear and a tenth gear which are connected to the third connecting shaft, and the ninth gear is meshed with the eighth gear; the tenth gear is meshed with one end of the sixth gear, and the other end of the sixth gear is meshed with the seventh gear.
In some embodiments of the present application, an eleventh gear is further connected to the intermediate shaft, and the driving motor is connected to the eleventh gear.
In another aspect, the present application further provides a control method of a power coupling system, where the control method is used for the power coupling system according to any one of the foregoing, and the control method includes:
acquiring a battery electric quantity value, an accelerator opening and a vehicle speed value;
and judging the magnitude relation between the battery electric quantity value and the first threshold value, the magnitude relation between the accelerator opening and the second threshold value and the magnitude relation between the vehicle speed value and the third threshold value, and switching the working mode of the power coupling system according to the judging structure.
Another aspect of the present application also provides a vehicle comprising a power coupling system as claimed in any one of the preceding claims.
The beneficial effects are that:
according to the power coupling system, through controlling the combination or separation of the first clutch and the second clutch, the double-clutch two-gear speed change of the engine is realized, a synchronizer and a gear shifting executing mechanism are omitted, the structure is simplified, a wider speed ratio selection range is provided, and the power performance and the economy of the power coupling system are improved; the gear shifting is realized through the double clutch formed by the first clutch and the second clutch, so that no power interruption exists in the gear shifting process, and the comfort and convenience of the gear shifting are improved; in addition, the double clutch is connected to the intermediate shaft, so that the arrangement of the double clutch and the shaft tooth structure is facilitated, the size and occupied space of the power coupling system are reduced, and the compactness of the structure is improved.
The application also provides a control method of the power coupling system, which can realize automatic switching of various working modes of the power coupling system, effectively reduce oil consumption and improve fuel economy.
The present application also provides a vehicle comprising a power coupling system as described above, having all the advantages of said power coupling system.
Drawings
Fig. 1 is a schematic structural diagram of a power coupling system according to an embodiment of the present application.
Fig. 2 is a schematic structural diagram of a power coupling system according to another embodiment of the present application.
Fig. 3 is a power transmission route diagram of the power coupling system in the idle power generation mode according to an embodiment of the present application.
Fig. 4 is a power transmission route diagram in a pure electric mode of the power coupling system according to an embodiment of the present application.
Fig. 5 is a power transmission route diagram of a power coupling system in a series driving mode according to an embodiment of the present application.
Fig. 6 is a power transmission route diagram of the power coupling system according to an embodiment of the present application in the parallel first-gear driving mode.
Fig. 7 is a power transmission route diagram of the power coupling system in parallel two-gear driving mode according to an embodiment of the present application.
Fig. 8 is a power transmission route diagram in a pure electric mode of the power coupling system according to another embodiment of the present application.
Fig. 9 is a power transmission route diagram in a series driving mode of a power coupling system according to another embodiment of the present application.
Fig. 10 is a power transmission route diagram of a power coupling system according to another embodiment of the present application in a parallel first-gear driving mode.
Fig. 11 is a power transmission route diagram of a power coupling system according to another embodiment of the present application in a parallel two-gear driving mode.
Description of main reference numerals: 1. an engine; 2. an input shaft; 3. a first gear; 4. a second gear; 5. a double clutch; 51. a first clutch; 52. a second clutch; 6. an intermediate shaft; 7. a driving motor; 8. a first connecting shaft; 9. a third gear; 10. a second connecting shaft; 11. a fourth gear; 12. a generator; 13. a first motor shaft; 14. a fifth gear; 15. a differential; 16. a sixth gear; 17. a seventh gear; 18. a speed reducing device; 181. a third connecting shaft; 182. a ninth gear; 183. a tenth gear; 19. a second motor shaft; 20. an eighth gear; 21. an eleventh gear; 22. a vibration damper.
Detailed Description
The present application provides a power coupling system, a control method and a vehicle, and for making the purposes, technical solutions and effects of the present application clearer and more specific, the present application will be further described in detail below with reference to the accompanying drawings and examples. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the present application.
In the description of the present application, it should be understood that the terms "upper," "lower," "left," "right," and the like indicate an orientation or a positional relationship based on that shown in the drawings, and are merely for convenience of description of the present application and for simplification of the description, and do not indicate or imply that the apparatus or element in question must have a specific orientation, as well as a specific orientation configuration and operation, and therefore, should not be construed as limiting the present application. Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more such feature. In the description of the present application, unless otherwise indicated, the meaning of "a plurality" is two or more.
In the description of the present application, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically connected, electrically connected or can be communicated with each other; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the terms in this application will be understood by those of ordinary skill in the art as the case may be.
Referring to fig. 1, the present application provides a power coupling system, which includes a driving motor 7, an engine 1 and a dual clutch 5; the output end of the engine 1 is connected with an input shaft 2, the input shaft 2 is connected with a first gear 3 and a second gear 4, and the first gear 3 and the second gear 4 have different tooth numbers; the double clutch 5 is connected to the intermediate shaft 6, the double clutch 5 comprises a first clutch 51 and a second clutch 52, the first clutch 51 is connected with the first gear 3, and the second clutch 52 is connected with the second gear 4 to form two different gear ratios of the engine 1, namely two different gear positions of the engine 1. The power coupling system forms two different transmission ratios through the combination or disconnection of the first clutch 51 and the first gear 3 and the second clutch 52 and the second gear 4, so that the engine 1 realizes two-gear speed change, a wider speed ratio selection range is provided, and the power performance and the economy of the power coupling system are improved. The gear shifting is realized through the double clutch 5, no power interruption exists in the gear shifting process, and the gear shifting comfort is improved. Compared with the gear shifting realized by the synchronizer and the gear shifting actuating mechanism, the power coupling system simplifies the structure, realizes larger torque capacity, is convenient for realizing the gear shifting, and can effectively avoid the problems of gear shifting, tooth striking and the like. The double clutch 5 is arranged on the intermediate shaft 6, so that the arrangement of the double clutch 5 and the shaft tooth structure is facilitated, the size and occupied space of the power coupling system are reduced, and the compactness of the structure is improved.
Preferably, in order to buffer and damp the output of the engine 1, a damper 22 is further connected to the output end of the engine 1, and the damper 22 is connected to the input shaft 2, so that the stability of the output power of the engine 1 can be improved. Specifically, the damper 22 is a torsional damper or a dual mass flywheel.
As shown in fig. 1, further, the driving end of the first clutch 51 and the driving end of the second clutch 52 are connected together and connected with the intermediate shaft 6; the driven end of the first clutch 51 is connected with a first connecting shaft 8, the first connecting shaft 8 is connected with a third gear 9, and the third gear 9 is meshed with the first gear 3; the driven end of the second clutch 52 is connected with a second connecting shaft 10, a fourth gear 11 is connected to the second connecting shaft 10, and the fourth gear 11 is meshed with the second gear 4. The first gear 3 and the second gear 4 are arranged at intervals, the first gear 3 and the third gear 9 form a first gear of the engine 1, the second gear 4 and the fourth gear 11 form a second gear of the engine 1, and thus, the combination or disconnection of the first clutch 51 and the second clutch 52 is controlled, so that the two gears of the engine 1 can be changed. For example, the first gear 3 and the second gear 4 are coaxial, and both are driving wheels, the third gear 9 and the fourth gear 11 are driven wheels, the number of teeth of the first gear 3 is smaller than the number of teeth of the second gear 4, and the number of teeth of the third gear 9 is larger than the number of teeth of the fourth gear 11, so that the first gear 3 is meshed with the third gear 9, and the second gear 4 and the fourth gear 11 are meshed to form two different transmission ratios. By adjusting the transmission ratio between the first gear 3 and the third gear 9, the transmission ratio between the second gear 4 and the fourth gear 11, a wider range of speed ratios of the engine 1 can be achieved.
In the present embodiment, the transmission ratio between the first gear 3 and the third gear 9 is set smaller than the transmission ratio between the second gear 4 and the fourth gear 11, and thus, the first gear 3 and the third gear 9 form a first gear of the engine, and the second gear 4 and the fourth gear 11 form a second gear of the engine.
Further, jackshaft 6 and input shaft 2 parallel arrangement, first connecting axle 8 and second connecting axle 10 set up to the hollow shaft, and second connecting axle 10 empty cover is on jackshaft 6, and first connecting axle 8 empty cover is on second connecting axle 10, has reduced power coupling system's size and occupation space, improves the connection compactness of double clutch 5 and axle tooth structure greatly, and does benefit to the overall arrangement of double clutch 5 and axle tooth structure.
As shown in fig. 1, further, the power coupling system further includes a generator 12, the output end of the generator 12 is connected with a first motor shaft 13, a fifth gear 14 is connected to the first motor shaft 13, the fifth gear 14 is meshed with the first gear 3 or the fifth gear 14 is meshed with the second gear 4, the generator 12 is directly connected to the first gear 3 or the second gear 4, and no additional gear is required to be arranged on the input shaft 2 to be connected with the generator 12, so that the structure of the power coupling system is further simplified. In order to facilitate space layout and avoid too small transmission ratio, the generator 12 is connected to the first gear 3, the first gear 3 is arranged at one end of the input shaft 2 far away from the engine 1, the second gear 4 is arranged between the first gear 3 and the engine 1, the space steric hindrance between the generator 12 and other components in the power coupling system is reduced, and the layout among the components of the power coupling system is facilitated.
As shown in fig. 1, further, one end of the first gear 3 is meshed with the third gear 9, and the other end of the first gear 3 is meshed with the fifth gear 14, that is, the fifth gear 14, the first gear 3 and the third gear 9 are arranged in a coplanar manner, so that the space layout of the power coupling system is further optimized, and the occupied space is reduced. The double clutch 5 is arranged at one end of the third gear 9, which is opposite to the engine 1, the input shaft 2 and the parts connected to the input shaft 2 can not block the double clutch 5, the layout is reasonable, and the structure of the power coupling system is more compact.
As shown in fig. 1, further, the power coupling system further includes a differential 15, where the differential 15 is connected to a sixth gear 16; the intermediate shaft 6 is also connected with a seventh gear 17, and the sixth gear 16 is meshed with the seventh gear 17. The power generated by the engine 1 is transmitted to the intermediate shaft 6 through the double clutch 5, then transmitted to the sixth gear 16 through the seventh gear 17 connected to the intermediate shaft 6, then coupled with the power generated by the driving motor 7 in the differential 15, and then transmitted to the driving wheels through the driving half shaft of the differential 15 for driving the vehicle. The seventh gear 17 and the differential 15 are respectively arranged at two ends of the intermediate shaft 6, so that the steric hindrance among all the components of the power coupling system is reduced, the space layout of all the components is optimized, the transmission path is shortened as much as possible, and the transmission efficiency is optimized.
As shown in fig. 1, in one embodiment, the power coupling system further includes a reduction gear 18, and the driving motor 7 is connected to the differential 15 through the reduction gear 18, where the reduction gear 18 can increase the output torque of the driving motor 7, so as to improve the acceleration performance of the driving motor 7.
Further, the output end of the driving motor 7 is provided with a second motor shaft 19, and an eighth gear 20 is arranged on the second motor shaft 19; the reduction gear 18 includes a third connecting shaft 181, a ninth gear 182 and a tenth gear 183 connected to the third connecting shaft 181, the ninth gear 182 being meshed with the eighth gear 20; the tenth gear 183 is meshed with one end of the sixth gear 16, and the other end of the sixth gear 16 is meshed with the seventh gear 17. The power output by the driving motor 7 is transmitted to the differential 15 after two-stage deceleration through the eighth gear 20, the ninth gear 182, the tenth gear 183 and the sixth gear 16, is coupled with the power of the engine 1 in the differential 15, and is transmitted to the driving wheels through the driving half shafts of the differential 15 for driving the vehicle, so that a parallel driving mode of the power coupling system is formed.
It is understood that a two-stage reduction structure or a reduction structure of more stages may be formed between the driving motor 7 and the differential 15, which is not limited herein.
The seventh gear 17, the sixth gear 16 and the tenth gear 183 are arranged in a coplanar manner, so that the layout of the power coupling system is optimized, and the compactness of the structure is improved.
As shown in fig. 2, in another embodiment of the present application, an eleventh gear 21 is further connected to the intermediate shaft 6, and the driving motor 7 is connected to the eleventh gear 21. Specifically, the eleventh gear 21 is disposed on a side of the dual clutch 5 facing away from the engine 1, the output end of the driving motor 7 is connected with a second motor shaft 19, the second motor shaft 19 is connected with an eighth gear 20, and the eighth gear 20 is meshed with the eleventh gear 21. Therefore, an additional connecting shaft body is not required to be arranged between the driving motor 7 and the intermediate shaft 6, the structure is simplified, the compactness of the structure is improved, and the cost of products is reduced. Further, a speed reducing structure is formed between the eighth gear 20 and the eleventh gear 21 to increase the output torque of the drive motor 7.
Furthermore, the application also provides a control method of the power coupling system, which is used for realizing control of different working modes of the power coupling system. Specifically, the working modes of the power coupling system include: an idle power generation mode, a pure electric drive mode, a series drive mode and a parallel drive mode, wherein the parallel drive mode is selected according to the combination or disconnection of the first clutch 51 and the second clutch 52 in the double clutch 5, and a parallel first-gear drive mode and a parallel second-gear drive mode can be formed. In the parallel drive mode, the vehicle is driven by hybrid power, that is, a part of the power of the engine 1 and the power generated by the drive motor 7 are coupled and used for driving the vehicle.
The switching of the working modes is comprehensively judged based on parameters such as the magnitude of the battery power of the vehicle, the magnitude of the accelerator opening, the magnitude of the vehicle speed, the depth of the brake pedal and the like.
The control method specifically comprises the following steps:
s1, acquiring a battery electric quantity value, an accelerator opening and a vehicle speed value;
s2, judging the magnitude relation between the battery electric quantity value and the first threshold value, the magnitude relation between the accelerator opening and the second threshold value and the magnitude relation between the vehicle speed value and the third threshold value, and switching the working mode of the power coupling system according to the judging result.
The first threshold is used for judging the height of the battery electric quantity value, the second threshold is used for judging the size of the accelerator opening, and the third threshold is used for judging the height of the vehicle speed. The present embodiment does not limit the value ranges of the first threshold, the second threshold, and the third threshold, and can be freely set according to a specific control policy. Under different control strategies, the values of the first threshold value, the second threshold value and the third threshold value are different. After the values of the first threshold, the second threshold and the third threshold are set, the power coupling system can automatically judge the magnitude relation between the battery electric quantity value and the first threshold, the magnitude relation between the accelerator opening and the second threshold and the magnitude relation between the vehicle speed value and the third threshold, and automatically switch among various working modes according to the judging result.
The automatic switching of different working modes of the power coupling system is specifically as follows:
as shown in fig. 3, when the vehicle is at idle, and the battery power value is lower than the first threshold value, both the first clutch 51 and the second clutch 52 are controlled to be disengaged, and the drive motor 7 is not operated; the generator 12 is controlled to start the engine 1, and the started engine 1 drives the first motor to generate electricity so as to charge the battery. At this time, the power transmission path of the power coupling system is: engine 1-input shaft 2-first gear 3-fifth gear 14-first motor shaft 13-generator 12. The direction indicated by the arrow in fig. 3 is the transmission direction of power.
As shown in fig. 4, when the battery power value is higher than the first threshold value during running of the vehicle, both the first clutch 51 and the second clutch 52 are controlled to be disengaged, neither the engine 1 nor the generator 12 is operated, the drive motor 7 is started, and the vehicle is operated in the pure electric mode. At this time, the power transmission path of the power coupling system is: drive motor 7→second motor shaft 19→eighth gear 20→ninth gear 182→third connecting shaft 181→tenth gear 183→sixth gear 16→differential 15→drive wheel. The direction indicated by the arrow in fig. 4 is the direction of power transmission.
In another embodiment, as shown in fig. 8, when the drive motor 7 is meshed with the eleventh gear 21 via the eighth gear 20 to form a transmission path between the drive motor 7 and the intermediate shaft 6, the power transmission path in the pure electric drive mode is: drive motor 7→second motor shaft 19→eighth gear 20→eleventh gear 21→intermediate shaft 6→seventh gear 17→sixth gear 16→differential 15→drive wheel. The direction indicated by the arrow in fig. 8 is the direction of power transmission.
As shown in fig. 5, when the vehicle is running, when the battery electric quantity value of the vehicle is lower than a first threshold value and the accelerator opening is smaller than a second threshold value, the first clutch 51 and the second clutch 52 are controlled to be separated, the generator 12 is controlled to start the engine 1, and the started engine 1 drives the generator 12 to generate electricity so as to charge the battery or supply power to the driving motor 7; the drive motor 7 is started and the vehicle is operated in a series drive mode. At this time, the power transmission paths of the power coupling system include two power transmission paths, and the first power transmission path is that the engine 1 drives the generator 12 to generate power, specifically: engine 1- & gt input shaft 2- & gt first gear 3- & gt fifth gear 14- & gt first motor shaft 13- & gt generator 12; the second transmission path provides power for the drive motor 7 for vehicle driving, in particular: drive motor 7→second motor shaft 19→eighth gear 20→ninth gear 182→third connecting shaft 181→tenth gear 183→sixth gear 16→differential 15→drive wheel. The direction indicated by the arrow in fig. 5 is the direction of power transmission.
In another embodiment, as shown in fig. 9, when the driving motor 7 is meshed with the eleventh gear 21 through the eighth gear 20 to form a transmission path between the driving motor 7 and the intermediate shaft 6, the power transmission paths of the power coupling system in the series driving mode include two power transmission paths, and the first power transmission path is that the engine 1 drives the generator 12 to generate power, specifically: engine 1- & gt input shaft 2- & gt first gear 3- & gt fifth gear 14- & gt first motor shaft 13- & gt generator 12; the second transmission path provides power for the drive motor 7 for vehicle driving, in particular: drive motor 7→second motor shaft 19→eighth gear 20→eleventh gear 21→intermediate shaft 6→seventh gear 17→sixth gear 16→differential 15→drive wheel. The direction indicated by the arrow in fig. 9 is the direction of power transmission.
As shown in fig. 6, when the vehicle is running, when the battery electric power value of the vehicle is lower than the first threshold value and the accelerator opening is larger than the second threshold value, the first clutch 51 is controlled to be combined, the second clutch 52 is controlled to be separated, the generator 12 is controlled to start the engine 1, a part of power of the engine 1 after the starting is used for driving the generator 12 to generate electricity so as to charge the battery or supply power to the driving motor 7, the other part of power is used for driving the vehicle, a part of power of the engine 1 and the power of the driving motor 7 are transmitted to the differential 15 to be coupled, the vehicle is driven by hybrid power, and the vehicle is operated in a parallel first-gear driving mode. Three power transmission paths are provided, wherein the first power transmission path is that the engine 1 drives the generator 12 to generate power, and specifically comprises the following steps: engine 1- & gt input shaft 2- & gt first gear 3- & gt fifth gear 14- & gt first motor shaft 13- & gt generator 12; the second transmission path is part of the power of the engine 1 for vehicle driving, specifically: engine 1- & gt input shaft 2- & gt first gear 3- & gt third gear 9- & gt first connecting shaft 8- & gt first clutch 51- & gt intermediate shaft 6- & gt seventh gear 17- & gt sixth gear 16- & gt differential 15- & gt driving wheel; the third transmission path provides power for the drive motor 7 for vehicle driving, specifically: drive motor 7→second motor shaft 19→eighth gear 20→ninth gear 182→third connecting shaft 181→tenth gear 183→sixth gear 16→differential 15→drive wheel. The direction indicated by the arrow in fig. 6 is the direction of power transmission.
In another embodiment, as shown in fig. 10, when the driving motor 7 is meshed with the eleventh gear 21 through the eighth gear 20 to form a transmission path between the driving motor 7 and the intermediate shaft 6, the power transmission path of the power coupling system in the parallel first gear driving mode includes three power transmission paths, and the first power transmission path is that the engine 1 drives the generator 12 to generate power, specifically: engine 1- & gt input shaft 2- & gt first gear 3- & gt fifth gear 14- & gt first motor shaft 13- & gt generator 12; the second transmission path is part of the power of the engine 1 for vehicle driving, specifically: engine 1- & gt input shaft 2- & gt first gear 3- & gt third gear 9- & gt first connecting shaft 8- & gt first clutch 51- & gt intermediate shaft 6- & gt seventh gear 17- & gt sixth gear 16- & gt differential 15- & gt driving wheel; the third transmission path provides power for the drive motor 7 for vehicle driving, specifically: drive motor 7→second motor shaft 19→eighth gear 20→eleventh gear 21→intermediate shaft 6→seventh gear 17→sixth gear 16→differential 15→drive wheel. The direction indicated by the arrow in fig. 10 is the direction of power transmission.
As shown in fig. 7, when the vehicle is running, when the battery electric power value of the vehicle is lower than the first threshold value and the accelerator opening is larger than the second threshold value, the first clutch 51 is controlled to be disengaged, the second clutch 52 is controlled to be engaged, the generator 12 is controlled to start the engine 1, a part of power of the engine 1 after the start is used for driving the generator 12 to generate electricity so as to charge the battery or supply power to the driving motor 7, the other part of power is used for driving the vehicle, a part of power of the engine 1 is coupled with the power of the driving motor 7 to the differential 15, the vehicle is driven by hybrid power, and the vehicle is operated in a parallel second-gear driving mode. Three power transmission paths are provided, wherein the first power transmission path is that the engine 1 drives the generator 12 to generate power, and specifically comprises the following steps: engine 1- & gt input shaft 2- & gt first gear 3- & gt fifth gear 14- & gt first motor shaft 13- & gt generator 12; the second transmission path is part of the power of the engine 1 for vehicle driving, specifically: engine 1- & gt input shaft 2- & gt second gear 4- & gt fourth gear 11- & gt second connecting shaft 10- & gt second clutch 52- & gt intermediate shaft 6- & gt seventh gear 17- & gt sixth gear 16- & gt differential 15- & gt driving wheel; the third transmission path provides power for the drive motor 7 for vehicle driving, specifically: drive motor 7→second motor shaft 19→eighth gear 20→ninth gear 182→third connecting shaft 181→tenth gear 183→sixth gear 16→differential 15→drive wheel. The direction indicated by the arrow in fig. 7 is the direction of power transmission.
In another embodiment, as shown in fig. 11, when the driving motor 7 is meshed with the eleventh gear 21 through the eighth gear 20 to form a transmission path between the driving motor 7 and the intermediate shaft 6, the power transmission path of the power coupling system in the parallel second gear driving mode includes three power transmission paths, and the first power transmission path is that the engine 1 drives the generator 12 to generate power, specifically: engine 1- & gt input shaft 2- & gt first gear 3- & gt fifth gear 14- & gt first motor shaft 13- & gt generator 12; the second transmission path is part of the power of the engine 1 for vehicle driving, specifically: engine 1- & gt input shaft 2- & gt second gear 4- & gt fourth gear 11- & gt second connecting shaft 10- & gt second clutch 52- & gt intermediate shaft 6- & gt seventh gear 17- & gt sixth gear 16- & gt differential 15- & gt driving wheel; the third transmission path provides power for the drive motor 7 for vehicle driving, specifically: drive motor 7→second motor shaft 19→eighth gear 20→eleventh gear 21→intermediate shaft 6→seventh gear 17→sixth gear 16→differential 15→drive wheel. The direction indicated by the arrow in fig. 11 is the direction of power transmission.
In addition, when the automobile is braked, the driving motor 7 generates braking torque to brake wheels, and meanwhile induction electricity generated in a motor winding of the motor is charged into a battery, so that braking energy is recovered. Thus, the control method further comprises:
step s3, during braking, the driving motor 7 is controlled to generate braking torque, and induced current is generated in the windings to charge the battery.
The above various modes of operation are tabulated as:
Figure BDA0004035035110000121
further, the application also provides a vehicle, which is a hybrid electric vehicle and comprises a vehicle body, wherein the vehicle body is provided with a power coupling system; the structure of the power coupling system is as described in any one of the above, and will not be described in detail herein. The vehicle can automatically realize the automatic switching of the working modes of idle power generation, pure electric drive, serial drive, parallel drive, kinetic energy recovery and the like by controlling the working states of the engine 1, the driving motor 7 and the generator 12 and the combination or disconnection of the first clutch 51 and the second clutch 52, thereby effectively reducing the oil consumption and improving the fuel economy.
In summary, the power coupling system has the advantages of compact structure, small size, small occupied space and reasonable layout of all parts, and overcomes the defects of large size space, complex structure and the like of the conventional hybrid electric vehicle and the power assembly thereof;
the two gears of the engine 1 can be switched by controlling the double clutch, the two gears can provide a wider speed ratio selection range, the engine 1 can more reasonably run in a high-efficiency zone, and the dynamic property and the economical efficiency of the whole vehicle are improved;
compared with the synchronizer and a gear shifting mechanism, the gear shifting mechanism realizes gear shifting, provides larger torque capacity, is convenient for realizing gear shifting, and effectively avoids the problems of gear shifting, gear beating and the like;
the gear shifting process has no power interruption, and the gear shifting comfort is good;
by controlling the working states of the engine 1, the driving motor 7 and the generator 12 and the combination or disconnection of the first clutch 51 and the second clutch 52, the automatic switching of the working modes of idle power generation, pure electric drive, serial drive, parallel drive, kinetic energy recovery and the like of the vehicle can be realized, the oil consumption is effectively reduced, and the fuel economy is improved.
It will be understood that equivalents and modifications will occur to persons skilled in the art and may be made in accordance with the present invention and its application and spirit, and all such modifications and substitutions are intended to be included within the scope of the following claims.

Claims (10)

1. A power coupling system, comprising:
a driving motor;
the engine is connected with an input shaft, and the input shaft is connected with a first gear and a second gear;
the double clutch is connected to the intermediate shaft and comprises a first clutch and a second clutch, wherein the first clutch is connected with the first gear, and the second clutch is connected with the second gear so as to form two different transmission ratios of the engine.
2. The power coupling system of claim 1, wherein the drive end of the first clutch and the drive end of the second clutch are connected to the intermediate shaft;
the driven end of the first clutch is connected with a first connecting shaft, a third gear is connected to the first connecting shaft, and the third gear is meshed with the first gear to form a first gear of the engine;
the driven end of the second clutch is connected with a second connecting shaft, a fourth gear is connected to the second connecting shaft, and the fourth gear is meshed with the second gear to form a second gear of the engine.
3. The power coupling system of claim 2, further comprising a generator, wherein a first motor shaft is connected to an output end of the generator, and a fifth gear is connected to the first motor shaft, and the fifth gear is meshed with the first gear or the fifth gear is meshed with the second gear.
4. A power coupling system according to claim 3, wherein one end of the first gear meshes with the third gear and the other end of the first gear meshes with the fifth gear.
5. The power coupling system of claim 1, further comprising a differential coupled with a sixth gear; and a seventh gear is further connected to the intermediate shaft, and the sixth gear is meshed with the seventh gear.
6. The power coupling system of claim 5, further comprising a reduction gear through which the drive motor is coupled to the differential.
7. The power coupling system according to claim 6, wherein the output end of the driving motor is connected with a second motor shaft, and an eighth gear is arranged on the second motor shaft;
the speed reducing device comprises a third connecting shaft, a ninth gear and a tenth gear which are connected to the third connecting shaft, and the ninth gear is meshed with the eighth gear; the tenth gear is meshed with one end of the sixth gear, and the other end of the sixth gear is meshed with the seventh gear.
8. The power coupling system of claim 1, wherein an eleventh gear is further coupled to the intermediate shaft, and wherein the drive motor is coupled to the eleventh gear.
9. A control method for a power coupling system according to any one of claims 1 to 8, comprising:
acquiring a battery electric quantity value, an accelerator opening and a vehicle speed value;
and judging the magnitude relation between the battery electric quantity value and the first threshold value, the magnitude relation between the accelerator opening and the second threshold value and the magnitude relation between the vehicle speed value and the third threshold value, and switching the working mode of the power coupling system according to the judging structure.
10. A vehicle comprising a power coupling system as claimed in any one of claims 1 to 8.
CN202310023065.7A 2023-01-03 2023-01-03 Power coupling system, control method and vehicle Pending CN116278710A (en)

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Application Number Priority Date Filing Date Title
CN202310023065.7A CN116278710A (en) 2023-01-03 2023-01-03 Power coupling system, control method and vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202310023065.7A CN116278710A (en) 2023-01-03 2023-01-03 Power coupling system, control method and vehicle

Publications (1)

Publication Number Publication Date
CN116278710A true CN116278710A (en) 2023-06-23

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Family Applications (1)

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