CN117400716A - Hybrid transverse speed change device and control method thereof - Google Patents

Hybrid transverse speed change device and control method thereof Download PDF

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Publication number
CN117400716A
CN117400716A CN202311725766.1A CN202311725766A CN117400716A CN 117400716 A CN117400716 A CN 117400716A CN 202311725766 A CN202311725766 A CN 202311725766A CN 117400716 A CN117400716 A CN 117400716A
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CN
China
Prior art keywords
shaft
engine
clutch
gear
generator
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Pending
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CN202311725766.1A
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Chinese (zh)
Inventor
马宁
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FAW Group Corp
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FAW Group Corp
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Priority to CN202311725766.1A priority Critical patent/CN117400716A/en
Publication of CN117400716A publication Critical patent/CN117400716A/en
Pending legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—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
    • B60K6/40—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 assembly or relative disposition of components
    • 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
    • B60K6/42—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
    • 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
    • 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
    • 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
    • B60W20/30—Control strategies involving selection of transmission gear ratio
    • 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

Abstract

The invention relates to the technical field of hybrid vehicles, in particular to a hybrid transverse speed change device and a control method thereof. The hybrid transverse speed change device includes: the drive motor has a drive motor shaft; the engine has an engine shaft provided with a first clutch; the intermediate shaft is provided with a second clutch; the generator is provided with a generator shaft, and the generator shaft is provided with a third clutch; the differential has a differential shaft; at least one of the three clutches is in an engaged state such that the generator shaft and the engine shaft are in driving connection, and/or the differential is in driving connection with at least one of the drive motor shaft, the engine shaft, and the generator shaft via an intermediate shaft to form different modes of operation; the intermediate shaft, the drive motor shaft, the engine shaft, the generator shaft, and the differential shaft are disposed parallel to each other. The invention has compact structure, saves space, adapts to various working conditions, ensures good fuel economy of the vehicle and greatly improves the dynamic property of the vehicle.

Description

Hybrid transverse speed change device and control method thereof
Technical Field
The invention relates to the technical field of hybrid vehicles, in particular to a hybrid transverse speed change device and a control method thereof.
Background
At present, automobile enterprises in all countries in the world are greatly pushing new energy automobiles to be researched and developed, and particularly electric automobiles and hybrid electric automobiles, the electric power system has become an untwistable technical trend. At present, the pure electric automobile still has the problems of short battery endurance mileage, long charging time, short battery life and the like, the hybrid electric automobile still takes the leading position in the market at present, and the configuration of the hybrid power system determines the performances of the hybrid electric automobile, such as dynamic property, economy and the like.
The double-motor hybrid system mainly comprises three schemes of series connection, parallel connection and series-parallel connection, and the series-parallel connection technical route is divided into an electric control stepless hybrid system and a series-parallel connection structure hybrid system, wherein the electric control stepless technology represented by the THS system has higher complexity, high manufacturing difficulty and higher cost, and complete decoupling of an engine and motor drive cannot be realized, so that the optimization cannot be realized in the aspect of fuel economy; although the serial-parallel connection system represented by the IMMD technology has a simple structure, can realize complete decoupling of engine driving and motor driving, and has better fuel economy, compared with a THS power splitting configuration, the generator can only be used for generating electricity, cannot output torque to a wheel end together with a driving motor, and cannot fully exert the dynamic property. In addition, the engine driving route and the engine generating route of the configuration are in single gear, so that the direct driving economy of the engine and the parallel driving power performance of the low vehicle speed under the high vehicle speed can not be simultaneously considered, and the high-efficiency working interval of the generator for generating power can not be fully utilized.
Disclosure of Invention
In view of the above, the present application aims to provide a hybrid transverse speed change device and a control method thereof, so as to solve the problems of complex structure, low integration level, few working modes, poor fuel economy and poor dynamic property of the existing dual-motor hybrid system.
The first aspect of the present invention provides a hybrid transverse speed change device, wherein the hybrid transverse speed change device includes:
a drive motor having a drive motor shaft;
an engine having an engine shaft with a first clutch disposed thereon;
an intermediate shaft provided with a second clutch;
a generator having a generator shaft, the generator shaft being provided with a third clutch;
a differential having a differential shaft;
the intermediate shaft, the drive motor shaft, the engine shaft, the generator shaft, and the differential shaft are disposed parallel to each other;
at least one of the first clutch, the second clutch and the third clutch is in an engaged state such that the generator shaft and the engine shaft are in driving connection, and/or
The differential is drivingly connected with at least one of the drive motor shaft, the engine shaft, and the generator shaft via the intermediate shaft to form different modes of operation.
Preferably, a first gear is arranged on the generator shaft in an empty sleeve manner, and the third clutch can be connected with or disconnected from the first gear;
a third gear is arranged on the engine shaft in a hollow sleeve manner, and the first clutch can be connected with or disconnected from the third gear;
and a fourth gear is arranged on the intermediate shaft in a hollow sleeve manner, and the second clutch can be connected with or disconnected from the fourth gear.
Preferably, a second gear is further arranged on the engine shaft, the first gear and the second gear are meshed to form a first gear pair, and the generator shaft and the engine shaft are in transmission connection through the first gear pair;
a fifth gear is further arranged on the intermediate shaft, the third gear and the fifth gear are meshed to form a second gear pair, and the engine shaft and the intermediate shaft are in transmission connection through the second gear pair;
a seventh gear is arranged on the drive motor shaft, the fourth gear is meshed with the seventh gear to form a third gear pair, and the drive motor shaft is in transmission connection with the intermediate shaft through the third gear pair;
the intermediate shaft is further provided with a sixth gear, the differential shaft is provided with an eighth gear, the sixth gear is meshed with the eighth gear to form a fourth gear pair, and the differential shaft is in transmission connection with the intermediate shaft through the fourth gear pair.
Preferably, the generator shaft, the engine shaft, the intermediate shaft, the drive motor shaft, and the differential shaft are sequentially arranged at intervals.
The second aspect of the present invention provides a control method of a hybrid transverse speed change device, which is applied to the implementation of the hybrid transverse speed change according to any one of the above-mentioned technical schemes, wherein the working modes include idle power generation, parking start, pure electric drive, serial drive, direct engine drive, parallel drive, dual-motor drive and braking energy recovery;
in the working modes of idle power generation, stopping and starting or direct driving of the engine, the driving motor does not work;
in the operation mode of the pure electric drive, the two-motor drive, or the braking energy recovery, the engine is not operated;
in the operation mode of the pure electric drive, the engine direct drive, the parallel drive or the braking energy recovery, the generator is not operated.
Preferably, in the idle power generation operation mode, the first clutch and the second clutch are in a disconnected state, and the third clutch is in an engaged state; the engine is in a working state, and the driving force output by the engine is transmitted to the generator shaft through the engine shaft so as to drive the generator to be in a working state, so that the driving force of the engine is converted into electric power;
in the working mode of the parking start, the first clutch and the second clutch are in a disconnected state, and the third clutch is in an engaged state; the generator is in an operating state, and a driving force output by the generator is transmitted to the engine shaft via the generator shaft to start the engine, so that the engine is in an operating state.
Preferably, in the purely electric operating mode, the first clutch and the third clutch are in a disengaged state, and the second clutch is in an engaged or disengaged state;
the driving motor is in a working state, and the driving force output by the driving motor is sequentially transmitted to the driving motor shaft, the intermediate shaft and the differential shaft.
Preferably, in the series drive mode of operation, the first clutch is in a disengaged state, and the second clutch and the third clutch are in an engaged or disengaged state;
the driving motor, the engine and the generator are all in a working state, and the driving force output by the engine is transmitted to the generator shaft through the engine shaft, so that the driving force of the engine is converted into electric power, and the converted electric power directly acts on the driving motor to enable the driving motor to generate driving force; the driving force output by the driving motor is sequentially transmitted to the driving motor shaft, the intermediate shaft and the differential shaft.
Preferably, in the engine direct-drive operation mode, the second clutch and the third clutch are in a disengaged state, and the first clutch is in an engaged or disengaged state;
the engine is in an operating state, and the driving force output by the engine is sequentially transmitted to the engine shaft, the intermediate shaft and the differential shaft.
Preferably, in the parallel drive mode of operation, the third clutch is in a disengaged state, and the first clutch and the second clutch are in an engaged or disengaged state;
the driving motor and the engine are in a working state, driving force output by the driving motor is transmitted to the intermediate shaft through the driving motor shaft, driving force output by the engine is transmitted to the intermediate shaft through the engine shaft, and the intermediate shaft jointly transmits driving force output by the driving motor and driving force output by the engine to the differential.
Preferably, in the two-motor drive mode of operation, the first clutch, the second clutch and the third clutch are all in an engaged state;
the driving motor and the generator are in a working state, the driving force output by the driving motor is transmitted to the intermediate shaft through the driving motor shaft, the driving force output by the generator is transmitted to the engine shaft through the generator shaft and then transmitted to the intermediate shaft through the engine shaft, and the intermediate shaft jointly transmits the driving force output by the driving motor and the driving force output by the generator to the differential mechanism.
Preferably, in the braking energy recovery mode of operation, the first clutch and the third clutch are in a disconnected state and the second clutch is in an engaged state;
the driving motor is in a working state, wheels are arranged at the shaft ends of the differential shafts, and driving force of the wheels is sequentially transmitted to the driving motor shaft through the differential shafts and the intermediate shafts so as to act on the driving motor reversely, so that the driving motor is in a power generation state to charge the energy storage device.
Compared with the prior art, the invention has the beneficial effects that:
according to the hybrid transverse speed change device, the intermediate shaft, the drive motor shaft, the engine shaft, the generator shaft and the differential shaft are arranged in parallel and are in transmission connection to form a transverse configuration, so that the structure is compact, the integration level is high, and the space is saved; in addition, the driving force transmission or conversion under various working modes is realized only through the mutual cooperation of one intermediate shaft and three clutches, so that a vehicle applying the hybrid transverse speed change device can be suitable for various working conditions, the good fuel economy of the vehicle is ensured, the dynamic property of the vehicle is greatly improved, and meanwhile, the efficiency loss caused by unnecessary dragging of other common hybrid configurations under certain working conditions is solved.
In order to make the above objects, features and advantages of the present application more comprehensible, preferred embodiments accompanied with figures are described in detail below.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings that are needed in the description of the embodiments or the prior art will be briefly described, and it is obvious that the drawings in the description below are some embodiments of the present invention, and other drawings can be obtained according to the drawings without inventive effort for a person skilled in the art.
Fig. 1 is a schematic structural view of a hybrid transverse speed change device according to an embodiment of the present invention;
FIG. 2 is a schematic structural view of a hybrid transverse transmission device according to an embodiment of the present invention in an idle power generation mode of operation;
FIG. 3 is a schematic diagram of a hybrid transverse transmission in a park-start mode according to an embodiment of the present invention;
fig. 4 is a schematic structural view of a hybrid transverse transmission device provided by an embodiment of the present invention in a pure electric driving operation mode;
FIG. 5 is a schematic diagram of a hybrid transverse transmission according to an embodiment of the present invention in a series drive mode of operation;
FIG. 6 is a schematic diagram of a hybrid transverse transmission according to an embodiment of the present invention in an engine direct-drive mode of operation;
FIG. 7 is a schematic structural view of a hybrid transverse transmission according to an embodiment of the present invention in a parallel driving mode of operation;
FIG. 8 is a schematic diagram of a hybrid transverse transmission according to an embodiment of the present invention in a dual motor drive mode of operation;
fig. 9 is a schematic structural view of a hybrid transverse speed change device according to an embodiment of the present invention in a braking energy recovery operation mode.
Icon: a 1-generator; 10-a generator shaft; 11-a first gear; 2-an engine; 20-an engine shaft; 21-a second gear; 22-a third gear; 30-an intermediate shaft; 31-fourth gear; 32-a fifth gear; 33-sixth gear; 4-driving a motor; 40-driving a motor shaft; 41-seventh gear; a 5-differential; 50-differential shaft; 51-eighth gear; 61-a first gear pair; 62-a second gear pair; 63-a third gear pair; 64-fourth gear pair; 71-a first clutch; 72-a second clutch; 73-third clutch.
Detailed Description
The following detailed description is provided to assist the reader in obtaining a thorough understanding of the methods, apparatus, and/or systems described herein. However, various changes, modifications, and equivalents of the methods, apparatuses, and/or systems described herein will be apparent after an understanding of the present disclosure. For example, the order of operations described herein is merely an example, and is not limited to the order set forth herein, but rather, obvious variations may be made upon an understanding of the present disclosure, other than operations that must occur in a specific order. In addition, descriptions of features known in the art may be omitted for the sake of clarity and conciseness.
The features described herein may be embodied in different forms and should not be construed as limited to the examples described herein. Rather, the examples described herein have been provided solely to illustrate some of the many possible ways of implementing the methods, devices, and/or systems described herein that will be apparent after a review of the disclosure of the present application.
In the entire specification, when an element (such as a layer, region or substrate) is described as being "on", "connected to", "bonded to", "over" or "covering" another element, it may be directly "on", "connected to", "bonded to", "over" or "covering" another element or there may be one or more other elements interposed therebetween. In contrast, when an element is referred to as being "directly on," directly connected to, "or" directly coupled to, "another element, directly on," or "directly covering" the other element, there may be no other element intervening therebetween.
As used herein, the term "and/or" includes any one of the listed items of interest and any combination of any two or more.
Although terms such as "first," "second," and "third" may be used herein to describe various elements, components, regions, layers or sections, these elements, components, regions, layers or sections should not be limited by these terms. Rather, these terms are only used to distinguish one element, component, region, layer or section from another element, component, region, layer or section. Thus, a first member, component, region, layer or section discussed in examples described herein could also be termed a second member, component, region, layer or section without departing from the teachings of the examples.
For ease of description, spatially relative terms such as "above … …," "upper," "below … …," and "lower" may be used herein to describe one element's relationship to another element as illustrated in the figures. Such spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements described as "above" or "upper" relative to another element would then be oriented "below" or "lower" relative to the other element. Thus, the term "above … …" includes both orientations "above … …" and "below … …" depending on the spatial orientation of the device. The device may also be otherwise positioned (e.g., rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.
The terminology used herein is for the purpose of describing various examples only and is not intended to be limiting of the disclosure. Singular forms also are intended to include plural forms unless the context clearly indicates otherwise. The terms "comprises," "comprising," and "having" are intended to specify the presence of stated features, integers, operations, elements, and/or groups thereof, but do not preclude the presence or addition of one or more other features, integers, operations, elements, and/or groups thereof.
Variations from the shapes of the illustrations as a result, of manufacturing techniques and/or tolerances, are to be expected. Accordingly, the examples described herein are not limited to the particular shapes shown in the drawings, but include changes in shapes that occur during manufacture.
The features of the examples described herein may be combined in various ways that will be apparent after an understanding of the disclosure of the present application. Further, while the examples described herein have a variety of configurations, other configurations are possible as will be apparent after an understanding of the present disclosure.
According to a first aspect of the invention there is provided a hybrid transverse transmission comprising a drive motor 4, an engine 2, an intermediate shaft 30, a generator 1 and a differential 5.
Hereinafter, a specific structure of the above-described components of the hybrid transverse speed change device according to the present embodiment will be described.
In the present embodiment, as shown in fig. 1, the drive motor 4 has a drive motor shaft 40; the engine 2 has an engine shaft 20, the generator 1 has a generator shaft 10, and the differential 5 has a differential shaft 50.
In the present embodiment, the intermediate shaft 30, the drive motor shaft 40, the engine shaft 20, the generator shaft 10, and the differential shaft 50 are disposed parallel to each other and each extend in the width direction of the vehicle body, so that the hybrid transverse transmission is formed as a transverse-configuration hybrid transmission, and has the advantages of compact structure and space saving. In addition, the hybrid transverse speed change device of the embodiment is provided with five shaft parts which are arranged at intervals, namely the intermediate shaft 30, the drive motor shaft 40, the engine shaft 20, the generator shaft 10 and the differential shaft 50, so that compared with the conventional transverse hybrid structure, the layout space is further saved, and the layout requirement of a vehicle is met.
Further, in the present embodiment, as shown in fig. 1, a first clutch 71 is provided on the engine shaft 20, a second clutch 72 is provided on the intermediate shaft 30, and a third clutch 73 is provided on the generator shaft 10; the clutch is a common device for cutting off or engaging the output of energy in the prior art, and the working principle and detailed structure thereof are not described herein.
In the present embodiment, at least one of the first clutch 71, the second clutch 72 and the third clutch 73 is in an engaged state, so that the generator shaft 10 and the engine shaft 20 are in driving connection, and/or the differential 5 is in driving connection with at least one of the drive motor shaft 40, the engine shaft 20 and the generator shaft 10 via the intermediate shaft 30, so as to form different working modes, so that the vehicle can be suitable for different working conditions, good fuel economy of the vehicle is ensured, vehicle dynamics is greatly improved, and unnecessary efficiency losses are avoided.
Further, in the present embodiment, as shown in fig. 1, a first gear 11 is provided on a generator shaft 10; the engine shaft 20 is provided with a second gear 21 and a third gear 22, wherein the second gear 21 and the third gear 22 are disposed at intervals from each other in the longitudinal direction of the engine shaft 20; the intermediate shaft 30 is provided with a fourth gear 31, a fifth gear 32 and a sixth gear 33, wherein the fourth gear 31, the fifth gear 32 and the sixth gear 33 are sequentially arranged in the length direction of the intermediate shaft 30; a seventh gear 41 is arranged on the drive motor shaft 40; the differential shaft 50 is provided with an eighth gear 51.
Specifically, in the present embodiment, as shown in fig. 1, the first gear 11 is provided empty on the generator shaft 10, and the third clutch 73 can be engaged with or disengaged from the first gear 11; the third gear 22 is disposed on the engine shaft 20 in a blank manner, and the first clutch 71 can be engaged with or disengaged from the third gear 22; the fourth gear 31 is disposed on the intermediate shaft 30 in a blank manner, and the second clutch 72 can be engaged with or disengaged from the fourth gear 31. The second gear 21 is fixedly connected with the engine shaft 20, the fifth gear 32 and the sixth gear 33 are respectively fixedly connected with the intermediate shaft 30, the seventh gear 41 is fixedly connected with the drive motor shaft 40, and the eighth gear 51 is fixedly connected with the differential shaft 50.
More specifically, in the present embodiment, as shown in fig. 1, the first gear 11 on the generator shaft 10 and the second gear 21 on the engine shaft 20 are meshed to form a first gear pair 61, so that the generator shaft 10 and the engine shaft 20 are drivingly connected via the first gear pair 61; the third gear 22 on the engine shaft 20 and the fifth gear 32 on the intermediate shaft 30 mesh to form a second gear pair 62 such that the engine shaft 20 and the intermediate shaft 30 are drivingly connected via the second gear pair 62; the fourth gear 31 on the intermediate shaft 30 and the seventh gear 41 on the drive motor shaft 40 are meshed to form a third gear pair 63 such that the drive motor shaft 40 and the intermediate shaft 30 are drivingly connected via the third gear pair 63; the sixth gear 33 on the intermediate shaft 30 and the eighth gear 51 on the differential shaft 50 are meshed to form a fourth gear pair 64, so that the differential shaft 50 and the intermediate shaft 30 are drivingly connected via the fourth gear pair 64. The hybrid transverse speed change device of the embodiment does not need to be additionally provided with a planet wheel and other complex transmission structures, so that the structure is simple, the manufacturing is convenient, the cost is low, the complexity of a hybrid system is effectively reduced, the space is saved, and the layout setting of a vehicle structure is facilitated.
In the present embodiment, the drive motor 4 and the generator 1 are both connected to a power battery.
As shown in fig. 2 to 9, the hybrid transverse transmission device of the present embodiment includes eight operation modes of idle power generation, stop start, pure electric drive, series drive, direct engine drive, parallel drive, dual motor drive, and braking energy recovery, and at least one of the driving motor 4, the engine 2, and the generator 1 is in an operation state by at least one of the first clutch 71, the second clutch 72, and the third clutch 73 being in an engaged state, and optionally by energy transmission of the intermediate shaft 30, so that the vehicle is suitable for demands of different working conditions, good fuel economy is ensured, vehicle dynamics is greatly improved, and unnecessary efficiency loss is avoided.
In the above eight operation modes, the correspondence between the operation states of the drive motor 4, the engine 2, and the generator 1, and the states of the first clutch 71, the second clutch 72, and the third clutch 73 in the off or on state is described in the following table.
Note that: in the above table, different operation modes, a "v" corresponding to the drive motor 4, the engine 2 or the generator 1 indicates that it is in an operation state in that mode, and a "x" indicates that it is not in operation in that mode; while "v" corresponding to the first clutch 71, the second clutch 72 or the third clutch 73 indicates that it can be selected to be in the off or on state according to actual demand, and "x" indicates that it is in the off state in this mode.
The hybrid transverse speed change device is compact in structure and high in integration level, is formed by arranging five shaft parts of the intermediate shaft, the drive motor shaft, the engine shaft, the generator shaft and the differential shaft in parallel and connecting in a transmission manner, is beneficial to saving space, does not need to be additionally provided with complex transmission structures such as planet gears and the like, and is simple in structure, convenient to manufacture and low in cost; in addition, the driving force transmission or conversion under various working modes is realized only through the mutual cooperation of one intermediate shaft and three clutches, so that a vehicle applying the hybrid transverse speed change device can be suitable for various working conditions, the good fuel economy of the vehicle is ensured, the dynamic property of the vehicle is greatly improved, and meanwhile, the efficiency loss caused by unnecessary dragging of other common hybrid configurations under certain working conditions is solved.
A second aspect of the present invention provides a control method of a hybrid transverse transmission device, which is applied to implementation of the hybrid transverse transmission device.
In the present embodiment, the shaft ends of the differential shaft 50 are provided with wheels, and the operation modes include idle power generation, stop start, pure electric drive, series drive, direct engine drive, parallel drive, double motor drive, and braking energy recovery.
An idle power generation operation mode may be employed when the automobile is in a feeding state, specifically, in the idle power generation operation mode, as shown in fig. 2, the first clutch 71 and the second clutch 72 are in a disconnected state, and the third clutch 73 is in an engaged state; the driving motor 4 does not work, the engine 2 is in a working state, and after the driving force output by the engine 2 is transmitted to the engine shaft 20, the driving force is transmitted to the generator shaft 10 through the first gear pair 61 to drive the generator 1 to be in a working state, so that the driving force of the engine 2 is converted into electric power, and idle power generation is realized.
In the parking start-up operation mode, as shown in fig. 3, the first clutch 71 and the second clutch 72 are in a disengaged state, and the third clutch 73 is in an engaged state; the drive motor 4 does not operate, the generator 1 is in an operating state, and the driving force output by the generator 1 is transmitted to the generator shaft 10, then transmitted to the engine shaft 20 via the first gear pair 61, and further transmitted to the engine 2, so as to start the engine 2, so that the engine 2 is in an operating state.
In the pure electric operation mode, as shown in fig. 4, the first clutch 71 and the third clutch 73 are in a disengaged state, and the second clutch 72 can be in an engaged or disengaged state as actually needed; the engine 2 and the generator 1 do not work, and the driving motor 4 is in a working state; the driving force output by the driving motor 4 is transmitted to the driving motor shaft 40, then transmitted to the intermediate shaft 30 through the third gear pair 63, and then transmitted to the differential shaft 50 through the fourth gear pair 64, and further transmitted to wheels, so that pure electric driving of the vehicle is realized, and the effects of zero oil consumption and zero emission are achieved. Meanwhile, in the pure electric driving operation mode, the first clutch 71 is in an off state, so that the engine shaft 20 and the generator shaft 10 do not rotate along with each other, and the bearing life loss caused by dragging and idling can be effectively avoided.
In the series-driven operation mode, as shown in fig. 5, the first clutch 71 is in a disengaged state, and the second clutch 72 and the third clutch 73 can be in an engaged or disengaged state as actually required; the driving motor 4, the engine 2 and the generator 1 are all in an operating state, and after the driving force output by the engine 2 is transmitted to the engine shaft 20, the driving force is transmitted to the generator shaft 10 through the first gear pair 61 to drive the generator 1, so that the driving force of the engine 2 is converted into electric power, and as the generator 1 and the driving motor 4 are connected with the power battery, the electric power converted by the driving force of the engine 2 directly acts on the driving motor 4 through the power battery to enable the driving motor 4 to generate the driving force; the driving force output from the driving motor 4 is transmitted to the driving motor shaft 40, then transmitted to the intermediate shaft 30 through the third gear pair 63, further transmitted to the differential shaft 50 through the fourth gear pair 64, and finally transmitted to the wheels, thus realizing the tandem driving of the vehicle. In this case, the engine 2 is maintained in the high-efficiency range, and high power generation efficiency can be achieved.
In the engine direct drive operation mode, as shown in fig. 6, the second clutch 72 and the third clutch 73 are in a disengaged state, and the first clutch 71 can be in an engaged or disengaged state as desired; the driving motor 4 and the generator 1 do not work, and the engine 2 is in a working state; the driving force output from the engine 2 is transmitted to the engine shaft 20, then transmitted to the intermediate shaft 30 through the second gear pair 62, and then transmitted to the differential shaft 50 through the fourth gear pair 64, and finally transmitted to the wheels, thus achieving direct driving of the engine 2 of the vehicle. The working mode is suitable for the condition of higher vehicle speed, the engine 2 can stably work in a high-efficiency zone, and the fuel saving rate of the whole vehicle is higher. Meanwhile, in the working mode, the driving motor 4 and the generator 1 are disconnected with a mixed system of the transverse speed changing device of the mixed power, so that the following rotation of the driving motor 4 and the generator 1 under the high-speed direct-driving working condition can be effectively avoided, and the requirement of the system on an electric control module of the controller is further reduced.
In the parallel drive mode of operation, as shown in fig. 7, the third clutch 73 is in a disengaged state, and the first clutch 71 and the second clutch 72 can be in an engaged or disengaged state as desired; the generator 1 does not work, and the driving motor 4 and the engine 2 are in a working state; the driving force output by the driving motor 4 is transmitted to the driving motor shaft 40, then transmitted to the intermediate shaft 30 through the third gear pair 63, the driving force output by the engine 2 is transmitted to the engine shaft 20, then transmitted to the intermediate shaft 30 through the second gear pair 62, and the intermediate shaft 30 jointly transmits the driving force output by the driving motor 4 and the driving force output by the engine 2 to the differential 5 through the fourth gear pair 64, and then transmitted to wheels, so that parallel driving of the vehicle is realized. The working mode is suitable for working conditions with high vehicle speed and acceleration requirements. Meanwhile, in the working mode, the generator 1 is disconnected from the hybrid system, so that the follow-up rotation of the generator 1 under the high-speed direct-drive working condition can be effectively avoided, and the requirement of the system on the controller electronic control module is further reduced.
In the two-motor drive operation mode, as shown in fig. 8, the first clutch 71, the second clutch 72, and the third clutch 73 are all in an engaged state; the engine 2 does not work, and the driving motor 4 and the generator 1 are in a working state; after the driving force output by the driving motor 4 is transmitted to the driving motor shaft 40, the driving force is transmitted to the intermediate shaft 30 through the third gear pair 63, the driving force output by the generator 1 is transmitted to the generator shaft 10, the first gear pair 61 is used for transmitting the driving force to the engine shaft 20, the second gear pair 62 is used for transmitting the driving force to the intermediate shaft 30, the intermediate shaft 30 jointly transmits the driving force output by the driving motor 4 and the driving force output by the generator 1 to the differential 5 through the fourth gear pair 64, and then the driving force is transmitted to wheels, so that the double-motor driving of the vehicle is realized, and in the working mode, the system can obtain stronger power performance.
In the braking energy recovery operation mode, as shown in fig. 9, the first clutch 71 and the third clutch 73 are in a disconnected state, and the second clutch 72 is in an engaged state; the engine 2 and the generator 1 do not work, and the driving motor 4 is in a working state; the driving force from the wheels is transmitted to the differential 5 and then transmitted to the intermediate shaft 30 through the fourth gear pair 64, and then transmitted to the drive motor shaft 40 through the third gear pair 63, and the driving force acts on the drive motor 4 reversely, so that the drive motor 4 is in a power generation state at this time, the energy storage device can be charged, the braking capability recovery is realized, and the energy consumption of the whole vehicle is saved.
According to the control method of the hybrid transverse speed change device, through controlling the first clutch, the second clutch and the third clutch, under different working modes, the shafting, the engine, the generator and the driving motor which do not participate in driving or generating can be disconnected, the drag loss caused by rotation is reduced, the requirement of a system on an electric control module of a controller is reduced, the vehicle can work under different eight working modes, the good fuel economy of the vehicle is ensured, meanwhile, the dynamic performance of the vehicle is greatly improved, and the functions of recovering braking capability and the like are also realized.
Finally, it should be noted that: the foregoing examples are merely specific embodiments of the present application, and are not intended to limit the scope of the present application, but the present application is not limited thereto, and those skilled in the art will appreciate that while the foregoing examples are described in detail, the present application is not limited thereto. Any person skilled in the art may modify or easily conceive of the technical solution described in the foregoing embodiments, or make equivalent substitutions for some of the technical features within the technical scope of the disclosure of the present application; such modifications, changes or substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present application, and are intended to be included in the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims (12)

1. A hybrid transverse transmission, characterized in that the hybrid transverse transmission comprises:
a drive motor having a drive motor shaft;
an engine having an engine shaft with a first clutch disposed thereon;
an intermediate shaft provided with a second clutch;
a generator having a generator shaft, the generator shaft being provided with a third clutch;
a differential having a differential shaft;
the intermediate shaft, the drive motor shaft, the engine shaft, the generator shaft, and the differential shaft are disposed parallel to each other;
at least one of the first clutch, the second clutch and the third clutch is in an engaged state such that the generator shaft and the engine shaft are in driving connection, and/or
The differential is drivingly connected with at least one of the drive motor shaft, the engine shaft, and the generator shaft via the intermediate shaft to form different modes of operation.
2. The hybrid transverse transmission according to claim 1, wherein a first gear is provided over the generator shaft, the third clutch being engageable with or disengageable from the first gear;
a third gear is arranged on the engine shaft in a hollow sleeve manner, and the first clutch can be connected with or disconnected from the third gear;
and a fourth gear is arranged on the intermediate shaft in a hollow sleeve manner, and the second clutch can be connected with or disconnected from the fourth gear.
3. The hybrid transverse transmission according to claim 2, wherein a second gear is further provided on the engine shaft, the first gear and the second gear being meshed to form a first gear pair, the generator shaft and the engine shaft being drivingly connected via the first gear pair;
a fifth gear is further arranged on the intermediate shaft, the third gear and the fifth gear are meshed to form a second gear pair, and the engine shaft and the intermediate shaft are in transmission connection through the second gear pair;
a seventh gear is arranged on the drive motor shaft, the fourth gear is meshed with the seventh gear to form a third gear pair, and the drive motor shaft is in transmission connection with the intermediate shaft through the third gear pair;
the intermediate shaft is further provided with a sixth gear, the differential shaft is provided with an eighth gear, the sixth gear is meshed with the eighth gear to form a fourth gear pair, and the differential shaft is in transmission connection with the intermediate shaft through the fourth gear pair.
4. The hybrid transverse transmission according to claim 1, wherein the generator shaft, the engine shaft, the intermediate shaft, the drive motor shaft, and the differential shaft are sequentially arranged at intervals.
5. A control method of the hybrid transverse speed change device, characterized in that the control method is applied to the hybrid transverse speed change device according to any one of claims 1 to 4, and the working modes comprise idle power generation, stopping start, pure electric drive, serial drive, direct engine drive, parallel drive, double-motor drive and braking energy recovery;
in the working modes of idle power generation, stopping and starting or direct driving of the engine, the driving motor does not work;
in the operation mode of the pure electric drive, the two-motor drive, or the braking energy recovery, the engine is not operated;
in the operation mode of the pure electric drive, the engine direct drive, the parallel drive or the braking energy recovery, the generator is not operated.
6. The control method of the hybrid transverse transmission according to claim 5, characterized in that in the idle power generation operation mode, the first clutch and the second clutch are in a disconnected state, and the third clutch is in an engaged state; the engine is in a working state, and the driving force output by the engine is transmitted to the generator shaft through the engine shaft so as to drive the generator to be in a working state, so that the driving force of the engine is converted into electric power;
in the working mode of the parking start, the first clutch and the second clutch are in a disconnected state, and the third clutch is in an engaged state; the generator is in an operating state, and a driving force output by the generator is transmitted to the engine shaft via the generator shaft to start the engine, so that the engine is in an operating state.
7. The control method of the hybrid transverse transmission according to claim 5, characterized in that in the pure electric operating mode, the first clutch and the third clutch are in a disengaged state, and the second clutch is in an engaged or disengaged state;
the driving motor is in a working state, and the driving force output by the driving motor is sequentially transmitted to the driving motor shaft, the intermediate shaft and the differential shaft.
8. The control method of the hybrid transverse transmission according to claim 5, characterized in that in the series-driven operation mode, the first clutch is in a disconnected state, and the second clutch and the third clutch are in an engaged or a disconnected state;
the driving motor, the engine and the generator are all in a working state, and the driving force output by the engine is transmitted to the generator shaft through the engine shaft, so that the driving force of the engine is converted into electric power, and the converted electric power directly acts on the driving motor to enable the driving motor to generate driving force; the driving force output by the driving motor is sequentially transmitted to the driving motor shaft, the intermediate shaft and the differential shaft.
9. The control method of the hybrid horizontal transmission according to claim 5, characterized in that in the engine direct-drive operation mode, the second clutch and the third clutch are in a disengaged state, and the first clutch is in an engaged or disengaged state;
the engine is in an operating state, and the driving force output by the engine is sequentially transmitted to the engine shaft, the intermediate shaft and the differential shaft.
10. The control method of the hybrid horizontal transmission according to claim 5, characterized in that in the parallel drive operation mode, the third clutch is in a disconnected state, and the first clutch and the second clutch are in an engaged or a disconnected state;
the driving motor and the engine are in a working state, driving force output by the driving motor is transmitted to the intermediate shaft through the driving motor shaft, driving force output by the engine is transmitted to the intermediate shaft through the engine shaft, and the intermediate shaft jointly transmits driving force output by the driving motor and driving force output by the engine to the differential.
11. The control method of the hybrid transverse transmission according to claim 5, characterized in that in the two-motor drive operation mode, the first clutch, the second clutch, and the third clutch are all in an engaged state;
the driving motor and the generator are in a working state, the driving force output by the driving motor is transmitted to the intermediate shaft through the driving motor shaft, the driving force output by the generator is transmitted to the engine shaft through the generator shaft and then transmitted to the intermediate shaft through the engine shaft, and the intermediate shaft jointly transmits the driving force output by the driving motor and the driving force output by the generator to the differential mechanism.
12. The control method of a hybrid transverse transmission according to claim 5, characterized in that in the braking energy recovery operation mode, the first clutch and the third clutch are in a disconnected state, and the second clutch is in an engaged state;
the driving motor is in a working state, wheels are arranged at the shaft ends of the differential shafts, and driving force of the wheels is sequentially transmitted to the driving motor shaft through the differential shafts and the intermediate shafts so as to act on the driving motor reversely, so that the driving motor is in a power generation state to charge the energy storage device.
CN202311725766.1A 2023-12-15 2023-12-15 Hybrid transverse speed change device and control method thereof Pending CN117400716A (en)

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Application Number Priority Date Filing Date Title
CN202311725766.1A CN117400716A (en) 2023-12-15 2023-12-15 Hybrid transverse speed change device and control method thereof

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Application Number Priority Date Filing Date Title
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Publication number Priority date Publication date Assignee Title
US20140311284A1 (en) * 2013-04-18 2014-10-23 Jilin University Hybrid power driving device for vehicle and control method thereof
CN107128172A (en) * 2017-05-26 2017-09-05 关建成 The wheeled power dividing dynamic coupling device of Cylinder Gear
CN213948118U (en) * 2020-11-28 2021-08-13 王佩英 Single overrunning clutch hybrid power transmission device
CN113459790A (en) * 2021-08-11 2021-10-01 上海汽车变速器有限公司 Transverse hybrid power transmission and automobile
CN116080390A (en) * 2023-03-27 2023-05-09 中国第一汽车股份有限公司 Multi-gear electric drive system and vehicle with same
CN117162763A (en) * 2023-09-26 2023-12-05 中国第一汽车股份有限公司 Hybrid power transmission device, vehicle and control method

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20140311284A1 (en) * 2013-04-18 2014-10-23 Jilin University Hybrid power driving device for vehicle and control method thereof
CN107128172A (en) * 2017-05-26 2017-09-05 关建成 The wheeled power dividing dynamic coupling device of Cylinder Gear
CN213948118U (en) * 2020-11-28 2021-08-13 王佩英 Single overrunning clutch hybrid power transmission device
CN113459790A (en) * 2021-08-11 2021-10-01 上海汽车变速器有限公司 Transverse hybrid power transmission and automobile
CN116080390A (en) * 2023-03-27 2023-05-09 中国第一汽车股份有限公司 Multi-gear electric drive system and vehicle with same
CN117162763A (en) * 2023-09-26 2023-12-05 中国第一汽车股份有限公司 Hybrid power transmission device, vehicle and control method

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