CN116852969A - Single-clutch double-motor power gear shifting driving system and method and vehicle - Google Patents

Single-clutch double-motor power gear shifting driving system and method and vehicle Download PDF

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Publication number
CN116852969A
CN116852969A CN202210312605.9A CN202210312605A CN116852969A CN 116852969 A CN116852969 A CN 116852969A CN 202210312605 A CN202210312605 A CN 202210312605A CN 116852969 A CN116852969 A CN 116852969A
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CN
China
Prior art keywords
gear
motor
clutch
engine
output shaft
Prior art date
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Pending
Application number
CN202210312605.9A
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Chinese (zh)
Inventor
彭凯
王宾宾
卢立来
郑宝均
李兴
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SAIC Motor Corp Ltd
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SAIC Motor Corp Ltd
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Publication date
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Priority to CN202210312605.9A priority Critical patent/CN116852969A/en
Publication of CN116852969A publication Critical patent/CN116852969A/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
    • B60K6/36—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
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
    • 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
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped 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
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • 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 single clutch double motor power gear shifting driving system, wherein an ISG motor is directly connected with an engine, a clutch is positioned between the ISG and a gearbox, and an input shaft moves through a synchronizer to realize speed ratio adjustment and gear switching. The driving TM motor is positioned on the output shaft and transmits power to the wheel end through the reduction ratio. Compared with the prior art, the invention arranges the TM motor behind the gear shifting mechanism, selects proper speed ratio and motor, realizes TM single pure electric drive, and avoids pure electric power interruption gear shifting; the scheme realizes high-efficiency charging and driving in series, has better drivability and economy at low speed and low electric quantity, and can also utilize a single motor to start the engine so as to avoid the drivability problem during the starting of the skid mill; the simple AMT system adopted by the scheme realizes the functions of pure electric, serial connection, parallel running and the like, and has obvious advantages in control and cost. The invention also provides a vehicle and a single-clutch double-motor power gear shifting driving method.

Description

Single-clutch double-motor power gear shifting driving system and method and vehicle
Technical Field
The invention relates to the technical field of control of a power system of a new energy automobile, in particular to a single-clutch double-motor power gear shifting driving system, a single-clutch double-motor power gear shifting driving method and a vehicle.
Background
Energy conservation and environmental protection are the main trend of the current automobile development, and new energy is a key technology for realizing energy conservation and environmental protection. The current mainstream mixing technology can be divided according to series connection, parallel connection and series-parallel connection, and also can be divided according to the number and arrangement positions of motors and the number and arrangement positions of clutches.
A single motor hybrid system typically represents a system including the mass P2 system, the bi di P3 system. The public P2 system is based on a double-clutch gearbox, a driving motor and a K0 clutch are additionally arranged between an engine and the gearbox, and a Biedi P3 system motor is arranged at the tail end of the double-clutch gearbox, so that modes of pure electric driving, engine starting by sliding and grinding, parallel driving and the like can be realized. The two-motor hybrid system typically includes a Toyota THS system, a general purpose Volt system, a Nissan e-POWER, a Honda I-MMD system, and an upper steam EDU GEN1 system. The Toyota THS system and the general Volt system adopt a planetary gear POWER coupling scheme, daily yield e-POWER is a series scheme, and the Toyota I-MMD and steam-feeding EDU GEN1 system are series-parallel schemes which can be connected in series as well as in parallel.
Disclosure of Invention
In view of the above, the invention provides a single clutch double motor power shift driving system, which is a compact and efficient hybrid system scheme and avoids the gear shift interruption of pure electric power.
The invention also provides a single clutch double motor power gear shifting driving method and a vehicle applying the system.
In order to achieve the above purpose, the present invention provides the following technical solutions:
a single clutch, dual motor power shift drive system comprising: the device comprises an engine, a first motor, a second motor, a clutch and a transmission assembly;
the transmission assembly includes: an input shaft, an output shaft and a speed change gear pair;
the engine and the first motor are connected to the input shaft through the clutch;
a plurality of pairs of speed change gear pairs are arranged between the input shaft and the output shaft;
the second motor is connected to the output shaft.
Preferably, the transmission assembly further comprises: a planet row;
the second motor is connected to the sun gear of the planetary row, and the planet carrier of the planetary row is connected to the output shaft.
Preferably, the transmission assembly further comprises: a sixth gear and a seventh gear meshed;
the sixth gear is connected with the second motor, and the seventh gear is fixedly connected with the output shaft.
Preferably, the transmission assembly further comprises: a synchronizer;
the speed change gear pair includes: a first gear, a second gear, a third gear, and a fourth gear;
the first gear and the second gear are sleeved on the input shaft; the synchronizer is arranged on the input shaft and is used for being connected with the first gear or the second gear;
the third gear and the fourth gear are fixedly connected to the output shaft, the third gear is meshed with the first gear, and the fourth gear is meshed with the second gear.
Preferably, the transmission assembly further comprises: a synchronizer;
the speed change gear pair includes: a first gear, a second gear, a third gear, and a fourth gear;
the first gear and the second gear are sleeved on the input shaft; the synchronizer is arranged on the input shaft and is used for being connected with the first gear or the second gear; the output shaft of the second motor is directly connected with the first gear;
the third gear and the fourth gear are fixedly connected to the output shaft, the third gear is meshed with the first gear, and the fourth gear is meshed with the second gear.
Preferably, the transmission assembly further comprises: a synchronizer;
the speed change gear pair includes: a first gear, a second gear, a third gear, and a fourth gear;
the first gear and the second gear are sleeved on the input shaft; the synchronizer is arranged on the input shaft and is used for being connected with the first gear or the second gear;
the third gear and the fourth gear are fixedly connected to the output shaft, the third gear is meshed with the first gear, and the fourth gear is meshed with the second gear; the output shaft of the second motor is directly connected with the third gear.
Preferably, the method further comprises: a differential;
the output shaft is fixedly connected with a fifth gear, and the fifth gear is meshed with an input gear of the differential mechanism.
A vehicle comprising a single clutch, dual motor powershift drive system as described above.
A single clutch double motor power shift driving method, which adopts the single clutch double motor power shift driving system, the method at least comprises the following steps:
a pure electric drive mode, wherein the clutch is controlled to be opened, and torque is distributed to the second motor to output power according to the requirement of a driver;
and the parallel driving mode is used for controlling the clutch to be closed and distributing torque to the engine, the first motor and the second motor to output power according to a control strategy.
Preferably, in the parallel driving mode, the upshifting step includes:
s1, removing torque of the engine and torque of the first motor to zero torque, and controlling the second motor to compensate so as to meet power requirements;
s2, opening the clutch;
s3, controlling the synchronizer to move back to a low gear and move to a high gear;
s4, controlling the engine and the first motor to output negative torque for speed regulation;
s5, adjusting the rotation speeds of the engine and the first motor to be higher than a high-gear rotation speed;
s6, gradually closing the clutch to eliminate the speed difference between the engine and the first motor and the high gear;
and S7, the engine and the first motor are twisted up to required torque, and the clutch is controlled to be fully compressed.
According to the technical scheme, the single-clutch double-motor power gear shifting driving system provided by the invention can realize the functions of pure electric driving, serial driving, parallel driving, speed regulation gear shifting and the like. The ISG motor is directly connected with the engine, the clutch is positioned between the ISG and the gearbox, and the input shaft moves through the synchronizer, so that speed ratio adjustment and gear switching can be realized. The driving TM motor is positioned on the output shaft and transmits power to the wheel end through the reduction ratio. Compared with an EDU GEN1 system, the invention arranges the TM motor behind the gear shifting mechanism, selects proper speed ratio and motor, can realize TM independent pure electric drive, and avoids the interruption of gear shifting of pure electric power. Compared with a public P2 system, the scheme can realize efficient charging and driving in series, has better drivability and economy at low speed and low electric quantity, can also utilize a single motor to start an engine, and avoids the drivability problem of the P2 system during the skid and ground start. Compared with the relatively Addi P3 system, the scheme does not adopt a relatively complex double-clutch gearbox, but adopts a relatively simple AMT system, but can also realize the functions of pure electric, serial connection, parallel running and the like, and has relatively obvious advantages in control and cost.
The embodiment of the invention also provides a vehicle and a single-clutch double-motor power shift driving method, and the single-clutch double-motor power shift driving system has corresponding beneficial effects because the single-clutch double-motor power shift driving system is adopted, and the description can be referred to in the prior art, and the description is omitted.
Drawings
In order to more clearly illustrate the embodiments of the invention or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, it being obvious that the drawings in the following description are only some embodiments of the invention, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic diagram of a single clutch dual motor power shift drive system in accordance with a first embodiment of the present invention;
FIG. 2 is a schematic diagram of a single clutch dual motor power shift drive system according to a second embodiment of the present invention;
FIG. 3 is a schematic diagram of a single clutch dual motor power shift drive system according to a third embodiment of the present invention;
fig. 4 is a schematic structural diagram of a single clutch dual motor power shift driving system according to a fourth embodiment of the present invention.
Wherein 101 is an engine, 102 is a first motor, 103 is a clutch, 104 is a synchronizer, 105 is a second motor, 106 is a differential, 107 is an input shaft, 108 is an output shaft, 109 is a wheel, 111 is a first gear, 112 is a second gear, 113 is a third gear, 114 is a fourth gear, 115 is a fifth gear, and 116 is a planetary gear;
201 is an engine, 202 is a first motor, 203 is a clutch, 204 is a synchronizer, 205 is a second motor, 206 is a differential, 207 is an input shaft, 208 is an output shaft, 209 is a wheel, 211 is a first gear, 212 is a second gear, 213 is a third gear, 214 is a fourth gear, 215 is a fifth gear, 216 is a sixth gear, and 217 is a seventh gear;
301 is an engine, 302 is a first motor, 303 is a clutch, 304 is a synchronizer, 305 is a second motor, 306 is a differential, 307 is an input shaft, 308 is an output shaft, 309 is a wheel, 311 is a first gear, 312 is a second gear, 313 is a third gear, 314 is a fourth gear, 315 is a fifth gear;
401 is an engine, 402 is a first motor, 403 is a clutch, 404 is a synchronizer, 405 is a second motor, 406 is a differential, 407 is an input shaft, 408 is an output shaft, 409 is a wheel, 411 is a first gear, 412 is a second gear, 413 is a third gear, 414 is a fourth gear, 415 is a fifth gear.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
The embodiment of the invention provides a single clutch double motor power gear shifting driving system, which comprises: the device comprises an engine, a first motor, a second motor, a clutch and a transmission assembly;
the transmission assembly includes: an input shaft, an output shaft and a speed change gear pair;
the engine and the first motor are connected to the input shaft through the clutch; the structure of the clutch can be shown with reference to fig. 1-4, the engine and the first motor are both connected with the driving disc of the clutch, and the driven disc of the clutch is connected with the input shaft;
a plurality of pairs of speed change gear pairs are arranged between the input shaft and the output shaft;
the second motor is connected to the output shaft.
According to the technical scheme, the single-clutch double-motor power gear shifting driving system provided by the embodiment of the invention is a compact and efficient mixed system scheme, and can realize the mixed functions of pure electric power, series connection, parallel connection, engine start-stop, parallel connection, gear shifting and the like. The first motor is directly connected with the engine, and the clutch is positioned between the first motor and the input shaft; the second motor is located the output shaft, transmits power to the wheel end through the speed reduction ratio. Compared with an EDU GEN1 system, the invention arranges the second motor behind the gear shifting mechanism, selects proper speed ratio and motor, can realize independent pure electric driving of the second motor, and avoids the interruption of gear shifting of pure electric power. Compared with a public P2 system, the scheme can realize efficient charging and driving in series, has better drivability and economy at low speed and low electric quantity, can also independently start the engine by using the first motor, and solves the drivability problem of the P2 system during the sliding start.
In a first embodiment provided by the present solution, the transmission assembly further includes: a planet row 116; the structure of which can be seen with reference to figure 1;
the second electric machine 105 is connected to the sun gear of the planetary row 116, and the planet carrier of the planetary row 116 is connected to the output shaft 108. As shown in fig. 1, the output of the second motor 105 is reduced by the planetary gear set 116 and then transmitted to the output shaft 108, and the differential 106 drives the wheels 109 to rotate. That is, the first embodiment, which transmits the output of the second motor 105 through the planetary gear set 116, has the advantages of compact structure and large transmission ratio.
In a second embodiment provided by the present solution, the transmission assembly further includes: a sixth gear 216 and a seventh gear 217 engaged; the structure of which can be seen with reference to figure 2;
the sixth gear 216 is connected to the second motor 205, and the seventh gear 217 is fixedly connected to the output shaft 208. As shown in fig. 2, the output of the second motor 205 is reduced in speed by the sixth gear 216 and the seventh gear 217 and then transmitted to the output shaft 208, and the wheel 209 is rotated by the differential 206. That is, in the second embodiment, the output of the second electric motor 205 is transmitted through the sixth gear 216 and the seventh gear 217, so that the structure can be further simplified, and different space arrangement requirements can be satisfied.
Specifically, the transmission assembly may employ a two-speed AMT gearbox comprising two pairs of speed change gear pairs. A first embodiment provided by this scheme is taken as an example, and the structure of the first embodiment may be shown in fig. 1, where the transmission assembly further includes: a synchronizer 104;
the speed change gear pair includes: a first gear 111, a second gear 112, a third gear 113, and a fourth gear 114;
the first gear 111 and the second gear 112 are sleeved on the input shaft 107; the synchronizer 104 is disposed on the input shaft 107 and is used for being connected with the first gear 111 or the second gear 112;
the third gear 113 and the fourth gear 114 are fixedly connected to the output shaft 107, the third gear 113 is meshed with the first gear 111, and the fourth gear 114 is meshed with the second gear 112. The other three embodiments are shown in fig. 2-4, and will not be described in detail. Compared with the relatively Addi P3 system, the scheme does not adopt a relatively complex double-clutch gearbox, but adopts a relatively simple AMT system, but can also realize the functions of pure electric, serial connection, parallel running and the like, and has relatively obvious advantages in control and cost.
Of course, the transmission assembly can be further provided with more pairs of speed change gear pairs so as to realize speed change transmission with more gears, and the details are not repeated here.
In a third embodiment provided by the present solution, the transmission assembly further includes: a synchronizer 304; the structure of which can be seen with reference to figure 3;
the speed change gear pair includes: a first gear 311, a second gear 312, a third gear 313, and a fourth gear 314;
the first gear 311 and the second gear 312 are sleeved on the input shaft 307; the synchronizer 304 is disposed on the input shaft 307 and is used for being connected with the first gear 311 or the second gear 312; the output shaft of the second motor 305 is directly connected to the first gear 311;
the third gear 313 and the fourth gear 314 are fixedly connected to the output shaft 308, the third gear 313 is meshed with the first gear 311, and the fourth gear 314 is meshed with the second gear 312. As shown in fig. 3, the output of the second motor 305 is reduced by the first gear 311 and the third gear 313 and then transmitted to the output shaft 308, and then drives the wheels 309 to rotate by the differential 306. That is, in the third embodiment, the output of the second motor 305 is directly transmitted by using the first gear 311 and the third gear 313 in the transmission assembly, so that the integration level of the system is improved, and the structure is more compact.
In a third embodiment, a fourth embodiment, the transmission assembly further includes: a synchronizer 404; the structure of which can be seen with reference to fig. 4;
the speed change gear pair includes: a first gear 411, a second gear 412, a third gear 413, and a fourth gear 414;
the first gear 411 and the second gear 412 are sleeved on the input shaft 407; the synchronizer 404 is disposed on the input shaft 407 and is used for being connected with the first gear 411 or the second gear 412;
the third gear 413 and the fourth gear 414 are fixedly connected to the output shaft 408, the third gear 413 is meshed with the first gear 411, and the fourth gear 414 is meshed with the second gear 412; the output shaft of the second motor 405 is directly connected to the third gear 413. As shown in fig. 4, the output of the second motor 405 is transmitted to the output shaft 408 through the third gear 413, and the wheel 409 is driven to rotate through the differential 406. In this embodiment, the output of the second motor 405 is directly transmitted to the output shaft 408, which simplifies the power transmission path, improves the integration level of the system, and makes the structure more compact.
The single clutch double motor power gear shifting driving system provided by the embodiment of the invention further comprises: a differential 106; a first embodiment of the present invention will be described by way of example, and the structure thereof can be shown in fig. 1;
the output shaft 108 is fixedly connected with a fifth gear 115, and the fifth gear 115 is meshed with the input gear of the differential 106. The other three embodiments are shown in fig. 2-4, and will not be described in detail.
The embodiment of the invention also provides a vehicle which comprises the single-clutch double-motor power gear shifting driving system. The vehicle provided by the scheme has the corresponding beneficial effects due to the adoption of the single-clutch double-motor power gear shifting driving system, and the vehicle can be specifically described with reference to the previous description and is not repeated here.
The embodiment of the invention also provides a single-clutch double-motor power gear shifting driving method, which adopts the single-clutch double-motor power gear shifting driving system, and at least comprises the following steps:
a pure electric drive mode, wherein the clutch is controlled to be opened, and torque is distributed to the second motor to output power according to the requirement of a driver;
and the parallel driving mode is used for controlling the clutch to be closed and distributing torque to the engine, the first motor and the second motor to output power according to a control strategy.
The single-clutch double-motor power shift driving method provided by the scheme has the corresponding beneficial effects due to the adoption of the single-clutch double-motor power shift driving system, and the method can be specifically described with reference to the previous description and is not repeated herein.
Specifically, in the parallel driving mode, the upshifting step includes:
s1, removing torque of the engine and torque of the first motor to zero torque, and controlling the second motor to compensate so as to meet power requirements;
s2, opening the clutch;
s3, controlling the synchronizer to move back to a low gear and move to a high gear;
s4, controlling the engine and the first motor to output negative torque for speed regulation;
s5, adjusting the rotation speeds of the engine and the first motor to be higher than a high-gear rotation speed;
s6, gradually closing the clutch to eliminate the speed difference between the engine and the first motor and the high gear;
and S7, the engine and the first motor are twisted up to required torque, and the clutch is controlled to be fully compressed.
In the parallel running process, the engine and the first motor end can be moved through the synchronizer to realize different gear switching, and when the input shaft is shifted, the second motor compensates torque to realize unpowered interruption in the shifting process.
Of course, the present solution also includes other modes of operation and shifting (e.g., downshifting), which are not described herein.
The present solution is further described below in connection with specific embodiments:
referring to the system configuration of fig. 1, a TM drive motor (i.e., the aforementioned second motor, the same applies hereinafter) is directly connected to the output shaft, and an engine and an ISG motor (i.e., the aforementioned first motor, the same applies hereinafter) are connected to the input shaft via a clutch. The input shaft is provided with a synchronizer, and gear shifting can be realized through movement, and fig. 1 shows a two-gear AMT gearbox. The synchronizer moves right, power is transmitted to the wheel end from the first gear, the synchronizer moves left, and power is transmitted to the wheel end from the second gear. The clutch is opened, and the TM motor is independently driven, so that pure electric driving can be realized. When the clutch is opened, the engine can be started through the ISG, and after the engine is started, the engine is connected into the power system through speed regulation, so that parallel running is realized. In parallel running, an ISG end of the engine can be moved through a synchronizer to realize 1 gear and 2 gear switching, and when an input shaft shifts gears, a driving motor compensates torque to realize unpowered interruption in the gear shifting process.
The configurations of figures 2,3 and 4 are similar.
And (3) pure electric driving:
the clutch is controlled to be opened, torque is distributed to the driving motor according to the requirement of a driver, and power is output by the TM.
Engine start during stop/run:
torque is distributed to the driving motor according to the demand of the driver, and power is output by the TM. And simultaneously, the clutch is controlled to be opened, the ISG motor is utilized to drag the engine to a certain rotating speed, the engine is started in a fuel injection mode, the ISG rotating speed of the engine is controlled to be close to the rotating speed of the input shaft through distributing torque (the rotating speed of the engine is controlled to be slightly higher than the rotating speed of the input shaft when the engine is driven, and the rotating speed of the engine is controlled to be slightly lower than the rotating speed of the input shaft when the engine is braked), and meanwhile, the clutch is gradually closed. In the process, the TM motor is timely adjusted according to the driving requirement and the torque transmitted by the input shaft so as to meet the requirement of a driver.
Parallel driving:
the clutch is controlled to close. The engine, the TM motor and the ISG motor distribute torque according to a control strategy, so that the power required by the whole vehicle is jointly realized, and meanwhile, high efficiency is achieved.
And 1 gear up 2 gears are connected in parallel, so that no power interruption exists.
1. The engine ISG end torque is discharged to near zero torque. The TM drive motor compensates to meet the power demand.
2. The clutch is opened. The TM drive motor compensates to meet the power demand.
3. The synchronizer moves back from 1 st gear to 2 nd gear. The TM drive motor compensates to meet the power demand.
4. And the ISG end of the engine outputs negative torque speed regulation. The TM drive motor compensates to meet the power demand.
5. The engine ISG end rotation speed is adjusted to the vicinity of the 2 nd rotation speed (the drive is controlled to be above the 2 nd rotation speed, and the brake is controlled to be below the 2 nd rotation speed). The TM drive motor compensates to meet the power demand.
6. Closing the clutch step by step to the engine ISG end and 2 speed differential cancellation. The TM drive motor compensates to meet the power demand.
7. The ISG end of the engine is twisted up to the required torque, and the clutch is fully compressed. The TM drive motor compensates to meet the power demand.
In the present specification, each embodiment is described in a progressive manner, and each embodiment is mainly described in a different point from other embodiments, and identical and similar parts between the embodiments are all enough to refer to each other.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims (10)

1. A single clutch dual motor power shift drive system comprising: the device comprises an engine, a first motor, a second motor, a clutch and a transmission assembly;
the transmission assembly includes: an input shaft, an output shaft and a speed change gear pair;
the engine and the first motor are connected to the input shaft through the clutch;
a plurality of pairs of speed change gear pairs are arranged between the input shaft and the output shaft;
the second motor is connected to the output shaft.
2. The single clutch, dual motor, power shift drive system of claim 1, wherein the transmission assembly further comprises: a planet row;
the second motor is connected to the sun gear of the planetary row, and the planet carrier of the planetary row is connected to the output shaft.
3. The single clutch, dual motor, power shift drive system of claim 1, wherein the transmission assembly further comprises: a sixth gear and a seventh gear meshed;
the sixth gear is connected with the second motor, and the seventh gear is fixedly connected with the output shaft.
4. A single clutch, dual motor, power shift drive system as claimed in claim 2 or 3, wherein the transmission assembly further comprises: a synchronizer;
the speed change gear pair includes: a first gear, a second gear, a third gear, and a fourth gear;
the first gear and the second gear are sleeved on the input shaft; the synchronizer is arranged on the input shaft and is used for being connected with the first gear or the second gear;
the third gear and the fourth gear are fixedly connected to the output shaft, the third gear is meshed with the first gear, and the fourth gear is meshed with the second gear.
5. The single clutch, dual motor, power shift drive system of claim 1, wherein the transmission assembly further comprises: a synchronizer;
the speed change gear pair includes: a first gear, a second gear, a third gear, and a fourth gear;
the first gear and the second gear are sleeved on the input shaft; the synchronizer is arranged on the input shaft and is used for being connected with the first gear or the second gear; the output shaft of the second motor is directly connected with the first gear;
the third gear and the fourth gear are fixedly connected to the output shaft, the third gear is meshed with the first gear, and the fourth gear is meshed with the second gear.
6. The single clutch, dual motor, power shift drive system of claim 1, wherein the transmission assembly further comprises: a synchronizer;
the speed change gear pair includes: a first gear, a second gear, a third gear, and a fourth gear;
the first gear and the second gear are sleeved on the input shaft; the synchronizer is arranged on the input shaft and is used for being connected with the first gear or the second gear;
the third gear and the fourth gear are fixedly connected to the output shaft, the third gear is meshed with the first gear, and the fourth gear is meshed with the second gear; the output shaft of the second motor is directly connected with the third gear.
7. The single clutch dual motor power shift drive system of claim 1, further comprising: a differential;
the output shaft is fixedly connected with a fifth gear, and the fifth gear is meshed with an input gear of the differential mechanism.
8. A vehicle comprising a single clutch, dual motor powershift drive system as claimed in any one of claims 1 to 7.
9. A single clutch, dual motor power shift drive method employing a single clutch, dual motor power shift drive system according to any one of claims 1-7, said method comprising at least:
a pure electric drive mode, wherein the clutch is controlled to be opened, and torque is distributed to the second motor to output power according to the requirement of a driver;
and the parallel driving mode is used for controlling the clutch to be closed and distributing torque to the engine, the first motor and the second motor to output power according to a control strategy.
10. The single clutch two motor power shift driving method according to claim 9, wherein in the parallel driving mode, the upshifting step includes:
s1, removing torque of the engine and torque of the first motor to zero torque, and controlling the second motor to compensate so as to meet power requirements;
s2, opening the clutch;
s3, controlling the synchronizer to move back to a low gear and move to a high gear;
s4, controlling the engine and the first motor to output negative torque for speed regulation;
s5, adjusting the rotation speeds of the engine and the first motor to be higher than a high-gear rotation speed;
s6, gradually closing the clutch to eliminate the speed difference between the engine and the first motor and the high gear;
and S7, the engine and the first motor are twisted up to required torque, and the clutch is controlled to be fully compressed.
CN202210312605.9A 2022-03-28 2022-03-28 Single-clutch double-motor power gear shifting driving system and method and vehicle Pending CN116852969A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202210312605.9A CN116852969A (en) 2022-03-28 2022-03-28 Single-clutch double-motor power gear shifting driving system and method and vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202210312605.9A CN116852969A (en) 2022-03-28 2022-03-28 Single-clutch double-motor power gear shifting driving system and method and vehicle

Publications (1)

Publication Number Publication Date
CN116852969A true CN116852969A (en) 2023-10-10

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Family Applications (1)

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Country Status (1)

Country Link
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