CN210174606U

CN210174606U - Hybrid electric vehicle and transmission system thereof

Info

Publication number: CN210174606U
Application number: CN201921063843.0U
Authority: CN
Inventors: Xiaojiang Chen; 陈小江; Hongjie Liu; 刘洪杰; Jiangfei Wang; 王江飞; Yanjie Zhao; 赵艳杰
Original assignee: Great Wall Motor Co Ltd
Current assignee: Baoding R&D Branch of Honeycomb Transmission System Jiangsu Co Ltd
Priority date: 2019-07-09
Filing date: 2019-07-09
Publication date: 2020-03-24
Anticipated expiration: 2029-07-09

Abstract

The utility model provides a hybrid vehicle and transmission system thereof. The hybrid power transmission system comprises a first locking mechanism, a second locking mechanism, a variable speed transmission mechanism, a planetary gear mechanism, a first speed reduction transmission mechanism and a final power output mechanism. The utility model discloses hybrid vehicle and transmission system thereof, the power of engine and first motor can link jointly or independently export final power take off mechanism through variable speed drive mechanism through planetary gear mechanism, and the power of second motor exports final power take off mechanism through first speed reduction drive mechanism to realize pure electric drive, series connection thoughtlessly move, parallelly connected thoughtlessly move, power split and pure engine directly drives the mode drive; the driving mode is reasonably selected under different driving conditions, so that the oil saving rate, the driving performance and the power performance of the automobile are improved.

Description

Hybrid electric vehicle and transmission system thereof

Technical Field

The utility model relates to an automobile manufacturing technical field especially relates to a hybrid vehicle and transmission system thereof.

Background

Pure electric vehicles are difficult to solve the problems of increased cost of the whole vehicle, trouble of mileage, long charging time, long service life of the battery, safety and the like caused by a power battery of the pure electric vehicles in a short period, and hybrid electric vehicles are increasingly favored by the market due to the advantages of long driving mileage, low oil consumption, low emission, no trouble of charging and the like. Hybrid vehicles are generally classified into two-wheel drive and four-wheel drive according to the driving method, and the two-wheel drive is widely applied because of its advantages of relatively simple mechanical structure, relatively spacious space in the vehicle, high power transmission efficiency, and the like.

An existing hybrid electric vehicle generally adopts a dual-motor based continuously Variable Transmission (eCVT) hybrid powertrain Transmission system. For example, the hybrid continuously variable transmission of Toyota Poruth hybrid based on a planetary gear structure adopts series-parallel driving in a full speed range; the iMMD integrated hybrid transmission system of the Honda adopts simple single-stage speed reduction and an electric control clutch, and the strong hybrid function of eCTT is realized more simply and effectively by matching a high-power and high-torque driving motor and a generator; the general second generation Voltec2 hybrid technology adopts a double-planetary gear compound power split hybrid technology.

However, the Toyota Pricesle hybrid power drive has reduced oil saving efficiency under high-speed working conditions and relatively insufficient low-speed traction driving capability; the iMMD integrated hybrid transmission system of the Honda is limited by a single-stage speed reduction mechanical mechanism, so that the power performance is weaker under working conditions of medium-low speed continuous heavy-load climbing, high-speed continuous overtaking and the like; the general second-generation Voltec2 hybrid technology is complex in structure and high in hybrid assembly cost.

SUMMERY OF THE UTILITY MODEL

The utility model provides a hybrid vehicle and transmission system thereof to solve the partial technical problem that exists in the mixed gearbox technique of current eCTT bi-motor, so that two-wheeled drive car directly drives the mode at a high speed under, not only can compromise the dynamic property, can also improve whole mixed system efficiency.

The utility model discloses a first aspect provides a hybrid power transmission system, it includes: the device comprises a first locking mechanism, a second locking mechanism, a variable speed transmission mechanism, a planetary gear mechanism, a first speed reduction transmission mechanism and a final power output mechanism; the first input end of the planetary gear mechanism is used for being selectively connected with or disconnected from the engine in a transmission mode through the first locking mechanism; the second input end of the planetary gear mechanism is used for being in transmission connection with the first motor, and the second input end of the planetary gear mechanism is selectively in transmission connection or disconnection connection with the output end of the planetary gear mechanism through a second locking mechanism; the output end of the planetary gear mechanism is in transmission connection with the first input end of the final power output mechanism through the variable speed transmission mechanism; the second input end of the final power output mechanism is used for being in transmission connection with a second motor through a first speed reduction transmission mechanism; the output end of the final power output mechanism is used for driving an axle of the hybrid electric vehicle to move.

The hybrid power transmission system as described above, wherein the ring gear of the planetary gear mechanism is selectively drivingly connected or disconnected with the engine by the first lock mechanism; the sun gear of the planetary gear mechanism is used for being in transmission connection with the first motor, and is selectively in transmission connection or disconnection connection with the planet carrier of the planetary gear mechanism through the second locking mechanism; and a planet carrier of the planetary gear mechanism is in transmission connection with a first input end of the final power output mechanism through a variable speed transmission mechanism.

The hybrid power transmission system as described above, wherein the carrier of the planetary gear mechanism is selectively drivingly connected or disconnected with the engine by the first lock mechanism; the sun gear of the planetary gear mechanism is used for being in transmission connection with the first motor, and is selectively in transmission connection or disconnection connection with the gear ring of the planetary gear mechanism through the second locking mechanism; and a gear ring of the planetary gear mechanism is in transmission connection with a first input end of the final power output mechanism through the variable speed transmission mechanism.

The hybrid power transmission system as described above, wherein the first locking mechanism disconnects the first input terminal of the planetary gear mechanism from the engine, and the second locking mechanism drivingly connects the second input terminal of the planetary gear mechanism with the output terminal of the planetary gear mechanism to output the first motor power alone to the first input terminal of the final power output mechanism through the planetary gear mechanism; or the first locking mechanism is used for connecting the first input end of the planetary gear mechanism with the engine in a transmission way, and the second locking mechanism is used for disconnecting the second input end of the planetary gear mechanism from the output end of the planetary gear mechanism so as to independently output the power of the engine to the first input end of the final power output mechanism through the planetary gear mechanism; or,

the first locking mechanism is used for connecting the first input end of the planetary gear mechanism with the engine in a transmission mode, and the second locking mechanism is used for connecting the second input end of the planetary gear mechanism with the output end of the planetary gear mechanism in a transmission mode so as to output part of power, subjected to power splitting by the first motor, of the engine to the first input end of the final power output mechanism through the planetary gear mechanism.

The hybrid power transmission system as described above, wherein the first lock mechanism is an engine-side brake or an engine-side clutch; the second locking mechanism is a first motor side clutch or a first motor side brake.

The hybrid power transmission system as described above, wherein the speed change transmission mechanism includes: the middle output shaft is provided with a first gear output gear, a second gear output gear and a middle output gear which are arranged on the middle output shaft, a middle power input shaft in transmission connection with the output end of the planetary gear mechanism, and a gear shifting synchronizer, a first gear input gear and a second gear input gear which are arranged on the middle power input shaft; the gear shifting synchronizer is used for selectively connecting one of the first gear input gear and the second gear input gear with the middle power input shaft in a transmission way or disconnecting the first gear input gear and the second gear input gear from the middle power input shaft; the first gear output gear is meshed with the first gear input gear, the second gear output gear is meshed with the second gear input gear, and the middle output gear is in transmission connection with the first input end of the final power output mechanism.

The hybrid drive system as described above, wherein the first reduction transmission mechanism includes: the speed reduction transmission shaft, be used for with the first reduction gear of second motor transmission connection, with the second reduction gear of first reduction gear transmission connection and with the third reduction gear of the second input transmission connection of final power take off mechanism, and set up second reduction gear and third reduction gear on the speed reduction transmission shaft.

The hybrid power transmission system as described above, further comprising a out-of-gear synchronizer provided on the reduction drive shaft for selectively drivingly connecting or disconnecting the third reduction gear to the reduction drive shaft.

The hybrid power transmission system further comprises a second speed reduction transmission mechanism, wherein the input end of the second speed reduction transmission mechanism is used for being in transmission connection with the first motor, and the output end of the second speed reduction transmission mechanism is in transmission connection with the second input end of the planetary gear mechanism.

The utility model discloses the second aspect still provides a hybrid vehicle, and it includes: an engine, a differential, a first electric machine, a second electric machine, a first axle, a second axle, and the hybrid powertrain of the first aspect; the engine is connected with a first input end of a planetary gear mechanism of the hybrid power transmission system through a first power input shaft, and a first locking mechanism is arranged on the first power input shaft; the first motor is in transmission connection with a second input end of the planetary gear mechanism through a second power input shaft, and the second locking mechanism is arranged on the second power input shaft; the output end of the final power output mechanism of the hybrid power transmission system moves by driving the first axle or the second axle.

The utility model discloses hybrid vehicle and transmission system thereof, the power of engine and first motor can link jointly or independently export final power take off mechanism through variable speed drive mechanism through planetary gear mechanism, and the power of second motor exports final power take off mechanism through first speed reduction drive mechanism to realize pure electric drive, series connection thoughtlessly move, parallelly connected thoughtlessly move, power split and pure engine directly drives the mode drive; the driving mode is reasonably selected under different driving conditions, so that the oil saving rate, the driving performance and the power performance of the automobile are improved.

Drawings

The above and other objects, features and advantages of the embodiments of the present invention will become more readily understood from the following detailed description with reference to the accompanying drawings. Embodiments of the invention will be described, by way of example and not by way of limitation, in the accompanying drawings, in which:

fig. 1 is a schematic structural diagram of a hybrid power transmission system according to a first embodiment of the present invention;

fig. 2 is a schematic structural diagram of a hybrid power transmission system according to a second embodiment of the present invention;

fig. 3 is a schematic structural diagram of a hybrid power transmission system according to a third embodiment of the present invention;

fig. 4 is a schematic structural diagram of a hybrid power transmission system according to a fourth embodiment of the present invention;

fig. 5 is a schematic structural diagram of a hybrid power transmission system according to a fifth embodiment of the present invention;

fig. 6 is a schematic structural diagram of a hybrid power transmission system according to a sixth embodiment of the present invention;

fig. 7 is a schematic structural diagram of a hybrid power transmission system according to a seventh embodiment of the present invention;

fig. 8 is a schematic structural diagram of a hybrid transmission system according to an eighth embodiment of the present invention;

fig. 9 is a schematic structural diagram of a hybrid power transmission system according to a ninth embodiment of the present invention;

fig. 10 is a schematic structural diagram of a hybrid power transmission system according to a tenth embodiment of the present invention;

fig. 11 is a schematic structural diagram of a hybrid transmission system according to an eleventh embodiment of the present invention;

fig. 12 is a schematic structural diagram of a hybrid transmission system according to a twelfth embodiment of the present invention;

fig. 13 is a schematic structural view of a hybrid transmission system according to a thirteenth embodiment of the present invention;

fig. 14 is a schematic structural diagram of a hybrid power transmission system according to a fourteenth embodiment of the present invention;

fig. 15 is a schematic structural diagram of a hybrid transmission system according to a fifteenth embodiment of the present invention;

fig. 16 is a schematic structural diagram of a hybrid transmission system according to a sixteenth embodiment of the present invention;

fig. 17 is a schematic structural view of a hybrid transmission system according to a seventeenth embodiment of the present invention;

fig. 18 is a schematic structural diagram of a hybrid power transmission system according to an eighteen embodiment of the present invention;

fig. 19 is a schematic structural diagram of a hybrid power transmission system according to nineteenth embodiment of the present invention;

fig. 20 is a schematic structural diagram of a hybrid transmission system according to an embodiment twenty of the present invention.

Description of reference numerals:

11: an engine ICE; 12: a shock absorbing damper;

20: a variable speed drive mechanism;

30: a first reduction transmission mechanism;

100: a first power input shaft; 101: a first brake BK 1; 102: a planetary gear mechanism PGS;

200: a second power input shaft; 201: a first motor MG 1; 202: a clutch CL; 203: a second brake BK 2; 204: a fourth reduction gear; 205: a fifth reduction gear; 206: an intermediate transfer shaft;

300: an intermediate power input shaft; 301: a first gear input gear; 302: shift synchronizer SY 1; 303: a second gear input gear;

400: an intermediate output shaft; 401 a: a first gear output gear; 402 b: an intermediate output gear; 403 c: a second gear output gear;

500: a final power output shaft; 501: a final power output gear; 502: a differential mechanism;

600: a reduction drive shaft; 601: a third reduction gear; 602: a second reduction gear; 603: a gear-out synchronizer SY 2;

700: a third power input shaft; 701: a first reduction gear; 702: and a second motor MG 2.

Detailed Description

Fig. 1 is a schematic structural diagram of a hybrid power transmission system according to a first embodiment of the present invention; fig. 2 is a schematic structural diagram of a hybrid power transmission system according to a second embodiment of the present invention; fig. 3 is a schematic structural diagram of a hybrid power transmission system according to a third embodiment of the present invention; fig. 4 is a schematic structural diagram of a hybrid power transmission system according to a fourth embodiment of the present invention; fig. 5 is a schematic structural diagram of a hybrid power transmission system according to a fifth embodiment of the present invention; fig. 6 is a schematic structural diagram of a hybrid power transmission system according to a sixth embodiment of the present invention; fig. 7 is a schematic structural diagram of a hybrid power transmission system according to a seventh embodiment of the present invention; fig. 8 is a schematic structural diagram of a hybrid transmission system according to an eighth embodiment of the present invention; fig. 9 is a schematic structural diagram of a hybrid power transmission system according to a ninth embodiment of the present invention; fig. 10 is a schematic structural diagram of a hybrid power transmission system according to a tenth embodiment of the present invention; fig. 11 is a schematic structural diagram of a hybrid transmission system according to an eleventh embodiment of the present invention; fig. 12 is a schematic structural diagram of a hybrid transmission system according to a twelfth embodiment of the present invention; fig. 13 is a schematic structural view of a hybrid transmission system according to a thirteenth embodiment of the present invention; fig. 14 is a schematic structural diagram of a hybrid power transmission system according to a fourteenth embodiment of the present invention; fig. 15 is a schematic structural diagram of a hybrid transmission system according to a fifteenth embodiment of the present invention; fig. 16 is a schematic structural diagram of a hybrid transmission system according to a sixteenth embodiment of the present invention; fig. 17 is a schematic structural view of a hybrid transmission system according to a seventeenth embodiment of the present invention; fig. 18 is a schematic structural diagram of a hybrid power transmission system according to an eighteen embodiment of the present invention; fig. 19 is a schematic structural diagram of a hybrid power transmission system according to nineteenth embodiment of the present invention; fig. 20 is a schematic structural diagram of a hybrid transmission system according to an embodiment twenty of the present invention.

Referring to fig. 1 to 20, the present invention provides a hybrid power transmission system, including: a first locking mechanism, a second locking mechanism, a speed change transmission mechanism 20, a planetary gear mechanism PGS102, a first reduction transmission mechanism 30, and a final power output mechanism; a first input of planetary gear mechanism PGS102 is for selective driving connection or disconnection with engine ICE11 through a first locking mechanism; a second input end of the planetary gear mechanism PGS102 is configured to be in transmission connection with the first motor MG1201, and a second input end of the planetary gear mechanism PGS102 is selectively in transmission connection or disconnection connection with an output end of the planetary gear mechanism PGS102 through a second locking mechanism; the output end of the planetary gear mechanism PGS102 is in transmission connection with the first input end of the final power output mechanism through the speed change transmission mechanism 20; a second input end of the final power output mechanism is used for being in transmission connection with a second motor MG2702 through a first reduction transmission mechanism 30; the output end of the final power output mechanism is used for driving an axle of the hybrid electric vehicle to move.

Specifically, the planetary gear mechanism PGS102 includes a sun gear, a planet carrier, and a ring gear, and the planetary gear mechanism PGS102 has three rotation shafts allowing power input or output. For example, power is input from the sun gear and output from the ring gear, and the planet carrier is locked through the mechanism; for another example, two power flows are respectively input from the sun gear and the gear ring and output from the planet carrier after being synthesized; for another example, the two power flows are input from the carrier and the sun gear, respectively, and then combined and output from the outer ring gear. The embodiment of the present invention does not list the input and output combinations of the planetary gear PGS102 one by one. In the embodiment of the present invention, the first input end of the planetary gear mechanism PGS102 may be any one of a ring gear, a sun gear, and a planet carrier; the second input of the planetary gear mechanism PGS102 is any one of a ring gear, a sun gear, and a carrier, but the second input is different from the first input; the output of the planetary gear mechanism PGS102 is any one of a ring gear, a sun gear, and a carrier, but the output is different from the first input and the second input, respectively.

In actual use of the hybrid powertrain, a first input of planetary gear mechanism PGS102 is connected to engine ICE11 via first power input shaft 100, and a first locking mechanism is provided on first power input shaft 100. A second input end of the planetary gear mechanism PGS102 is connected to the first motor MG1201 through the second power input shaft 200, and a second lock mechanism is provided on the second power input shaft 200.

A first locking mechanism selectively drivingly connects or disconnects the first input of planetary gear mechanism PGS102 to the engine ICE 11. The first locking mechanism is disposed on the first power input shaft 100, and selectively connects or disconnects the first input end of the planetary gear mechanism PGS102 to the engine ICE by controlling the driving connection or disconnection of the first power input shaft 100 and the planetary gear mechanism PGS 102. When the first lock mechanism is locked, the first power input shaft 100 is disconnected from the planetary gear mechanism PGS102, and the power of the engine ICE11 cannot be transmitted to the planetary gear mechanism PGS 102; when the first locking mechanism is open, the first power input shaft 100 is in driving connection with the planetary gear mechanism PGS102, and the power of the engine ICE11 can be transmitted to the planetary gear mechanism PGS 102. The first locking mechanism is an engine-side brake or an engine-side clutch, for example, referring to fig. 1 to 20, the first locking mechanism may be a first brake BK1101, and the embodiment of the present invention is not limited to the specific structure of the first brake BK 1101.

The second locking mechanism may selectively drivingly connect or disconnect the second input of planetary gear mechanism PGS102 to the output of planetary gear mechanism PGS 102. The second locking mechanism is disposed on the second power input shaft 200, and selectively connects or disconnects the second input end of the planetary gear mechanism PGS102 to the output end of the planetary gear mechanism PGS102 by controlling the transmission connection or disconnection between the second power input shaft 200 and the second input end of the planetary gear mechanism PGS 102. When the second locking mechanism is locked, the second power input shaft 200 is disconnected from the second input end of the planetary gear mechanism PGS102, and the power of the first motor MG1201 cannot be transmitted to the planetary gear mechanism PGS 102; when the second locking mechanism is open, the second power input shaft 200 is in transmission connection with the second input end of the planetary gear mechanism PGS102, and the power of the first motor MG1201 can be transmitted to the planetary gear mechanism PGS 102. The second locking mechanism is a first motor-side brake or a first motor-side clutch, for example, referring to fig. 1 to 8, the second locking mechanism may be the clutch CL202, and at this time, the clutch CL202 may be installed in the rotor cavity of the first motor MG1201 so as to reduce the axial dimension of the hybrid transmission system. For another example, referring to fig. 9 to 20, the second locking mechanism may also be the second brake 203, and the second brake BK2203 is reasonably arranged in the rotor cavity of the first electric machine MG1201, so as to provide more space design redundancy for the axial space design of the hybrid power transmission system, and provide application opportunities for certain vehicle models with large axial space limitations. The embodiment of the present invention does not limit the specific structures of the clutch CL202 and the second brake 203.

The embodiment of the utility model provides a hybrid transmission system realizes multiple drive mode through the switching state of controlling first locking mechanism and second locking mechanism:

for example, the first locking mechanism disconnects the first input of the planetary gear mechanism PGS102 from the engine ICE11, and the second locking mechanism drivingly connects the second input of the planetary gear mechanism PGS102 to the output of the planetary gear mechanism PGS102 to output the power of the first motor MG1201 alone to the first input of the final power output mechanism through the planetary gear mechanism PGS 102. At this time, the hybrid electric vehicle is purely electrically driven.

For another example, a first locking mechanism drivingly connects the first input of planetary gear mechanism PGS102 to engine ICE11, and a second locking mechanism disconnects the second input of planetary gear mechanism PGS102 from the output of planetary gear mechanism PGS102 to solely output engine ICE11 power through planetary gear mechanism PGS102 to the first input of the final power take-off. In this case, the hybrid vehicle is engine-only.

For another example, the first locking mechanism drivingly connects the first input of the planetary gear mechanism PGS102 to the engine ICE11, and the second locking mechanism drivingly connects the second input of the planetary gear mechanism PGS102 to the output of the planetary gear mechanism PGS102, so that part of the power split by the engine ICE11 via the first electric motor MG1201 is output to the first input of the final power output mechanism via the planetary gear mechanism PGS 102. At this time, a part of the power output from the engine ICE11 is split by the first electric motor MG1201, and the other part of the power output from the engine ICE11 is output to the final power output mechanism via the planetary gear mechanism PGS102 and the speed change transmission mechanism 20.

The speed change transmission mechanism 20 may be a two-speed gear speed change transmission mechanism, and the speed change transmission mechanism 20 may also be a three-speed gear speed change transmission mechanism, and the speed change transmission mechanism 20 is configured to transmit the power output from the engine ICE11 and/or the first electric motor MG1201 at the planetary gear mechanism PGS102 to the final power output mechanism at different speed ratios.

The first reduction gear mechanism 30 may include a two-stage reduction gear, a three-stage reduction gear, or the like, and the power output by the second motor MG2702 is reduced by the first reduction gear mechanism 30 and then transmitted to the final power output mechanism.

The final power output mechanism comprises a final power output shaft 500 and a final power output gear 501 arranged on the final power output shaft 500, and the final power output gear 501 is in transmission connection with the first reduction transmission mechanism 30 and the speed change transmission mechanism 20 respectively. It will be appreciated that in embodiments of the present invention, the final power take-off mechanism may be connected to the axles of two front wheels, forming front wheel drive, or the final power take-off mechanism may be connected to the axles of two rear wheels, forming rear wheel drive.

The embodiment of the utility model provides a hybrid transmission system realizes multiple driving modes under different working conditions through controlling the open-close state of the first locking mechanism and the second locking mechanism and the variable speed transmission mechanism; the first motor MG1 and the second motor MG2 can independently or jointly provide a pure electric drive mode, so that the torque and power requirements of a single motor are reduced, and the cost of the two motors and the cost of an inverter of the two motors are reduced; the engine ICE power can realize the stepless speed change eCTV power split mixing in the low speed area and the middle and high speed area; the closing of the second locking mechanism is controlled, and the second input end and the output end of the PGS are combined, so that the efficient series hybrid control under the urban working condition can be met, and the medium-high speed parallel hybrid or engine ICE efficient direct drive function can be realized. Compare in general Voltec 2's two district eCTV power shunts and the parallelly connected independent three regional thoughtlessly move driving function that thoughtlessly moves of an intermediate speed interval, the embodiment of the utility model provides a can provide independent two district eCTV power shunts thoughtlessly moves, two parallelly connected thoughtlessly move and engine ICE directly drives the function, and the high-efficient series connection thoughtlessly moves control under the plus possesses city operating mode for whole car driving system efficiency is higher, and compromise dynamic property and fuel economy. The second electric machine MG2 is independent of the engine ICE and the first electric machine MG1 power mechanical transmission path, partial torque interruption of the engine ICE and/or the first electric machine MG1 during gear shifting can be performed by the second electric machine MG2, and therefore driving smoothness during gear shifting is improved.

Referring to fig. 1, the first locking mechanism is a first brake BK1101, and the second locking mechanism is a clutch CL 202. The first brake BK1101 is under the speed regulation control of the first electric motor MG1201, the engine ICE11 locks the first brake BK1101 only in the zero-speed section, and the first brake BK1101 basically does not need slip control, so that the structural design of the first brake BK1101 can be simplified. In addition, the clutch CL202 can also be smoothly closed through speed regulation control of the first motor MG1201, and the clutch CL202 is only pulled in when the rotation speeds of the planet carrier and the sun gear of the planetary gear mechanism PGS102 are close to or the same as each other, so that the friction control requirement of the clutch CL202 is also greatly reduced.

Referring to fig. 1 to 4 and 9 to 14, in some embodiments, a ring gear and a sun gear of the planetary gear mechanism PGS102 serve as input terminals, and a carrier serves as an output terminal. Specifically, the ring gear of planetary gear mechanism PGS102 is selectively drivingly connected or disconnected from engine ICE11 by a first locking mechanism; the sun gear of the planetary gear mechanism PGS102 is configured to be in transmission connection with the first motor MG1201, and the sun gear of the planetary gear mechanism PGS102 is selectively in transmission connection or disconnection connection with the carrier of the planetary gear mechanism PGS102 through a second locking mechanism; the planet carrier of the planetary gear PGS102 is in driving connection with the first input of the final power take-off via the change gear transmission 20.

A first locking mechanism selectively drivingly connects or disconnects the ring gear of planetary gear mechanism PGS102 to engine ICE 11; the second locking mechanism selectively drivingly connects or disconnects the sun gear of the planetary gear mechanism PGS102 to the carrier of the planetary gear mechanism PGS 102. While the planet carrier of the planetary gear PGS102 is in driving connection with the first input of the final power take-off via the change gear transmission 20. The embodiment of the utility model provides a hybrid transmission system is when using to the car, and engine ICE 11's output is connected with planetary gear mechanism PGS 102's ring gear through first power input shaft 100. An output end of the first motor MG1201 is connected to the sun gear of the planetary gear mechanism PGS102 via the second power input shaft 200. While the planet carrier of the planetary gear PGS102 is in driving connection with the first input of the final power take-off via the change gear transmission 20.

Referring to fig. 5 to 8 and 15 to 20, in other embodiments, the carrier and the sun gear of planetary gear mechanism PGS102 serve as input terminals, and the ring gear serves as an output terminal. Specifically, the planet carrier of the planetary gear mechanism PGS102 is selectively drivingly connected or disconnected from the engine ICE11 by a first locking mechanism; the sun gear of the planetary gear mechanism PGS102 is configured to be in transmission connection with the first motor MG1201, and the sun gear of the planetary gear mechanism PGS102 is selectively in transmission connection or disconnection connection with the ring gear of the planetary gear mechanism PGS102 through a second locking mechanism; the ring gear of planetary gear PGS102 is in driving connection with the first input of the final power take-off via the change gear transmission 20.

A first locking mechanism selectively drivingly connects or disconnects the carrier of the planetary gear mechanism PGS102 to the engine ICE 11; the second locking mechanism selectively drivingly connects or disconnects the sun gear of the planetary gear mechanism PGS102 to the carrier of the planetary gear mechanism PGS 102. While the ring gear of planetary gear PGS102 is in driving connection with the first input of the final power take-off via the change gear transmission 20. The embodiment of the utility model provides a hybrid transmission system is when using to the car, and engine ICE 11's output is connected with planetary carrier of planetary gear mechanism PGS102 through first power input shaft 100. An output end of the first motor MG1201 is connected to the sun gear of the planetary gear mechanism PGS102 via the second power input shaft 200. While the ring gear of planetary gear PGS102 is in driving connection with the first input of the final power take-off via the change gear transmission 20.

It will be appreciated that the hybrid powertrain shown in fig. 1-4 and 9-14 differs from the hybrid powertrain shown in fig. 5-8 and 15-20 in that the engine ICE11 is connected differently from the planetary gear mechanism PGS102, namely: the engine ICE11 shown in fig. 1 to 4 and 9 to 14 outputs power through the ring gear of the planetary gear mechanism PGS102, and the hybrid power of the engine ICE11 and the first electric motor MG1201 is transmitted to the speed change transmission mechanism 20 through the carrier of the planetary gear mechanism PGS 102. Whereas the engine ICE11 of fig. 5 to 8 and 15 to 20 outputs power through the carrier of the planetary gear mechanism PGS102, the engine ICE11 and the first electric motor MG1201 hybrid power is transmitted to the speed change transmission mechanism 20 through the ring gear of the planetary gear mechanism PGS 102.

On the basis of the above-described embodiments, the structure of the speed change transmission mechanism 20 may be various. For example, in some embodiments, referring to fig. 1, 3, 5, 7, 9, 11, 13, 15, 17, and 19, the variable speed drive 20 includes: an intermediate output shaft 400, a first-gear output gear 401a, a second-gear output gear 403c, and an intermediate output gear 402b provided on the intermediate output shaft 400, an intermediate power input shaft 300, and a shift synchronizer SY1302, a first-gear input gear 301, and a second-gear input gear 303 provided on the intermediate power input shaft 300; a shift synchronizer SY1302 for selectively drivingly connecting one of the first-gear input gear 301 and the second-gear input gear 303 with the intermediate power input shaft 300 or disconnecting the first-gear input gear 301 and the second-gear input gear 303 from the intermediate power input shaft 300; the first-gear output gear 401a is meshed with the first-gear input gear 301, the second-gear output gear 402c is meshed with the second-gear input gear 303, and the intermediate output gear 403b is in transmission connection with the first input end of the final power output mechanism.

Specifically, the intermediate power input shaft 300 is a hollow shaft structure, and the second power input shaft 200 is connected to the sun gear through the hollow intermediate power input shaft 300. The intermediate power input shaft 300 is provided with a first-gear input gear 301, a shift synchronizer SY1302, and a second-gear input gear 303. The first-gear input gear 301 meshes with the first-gear output gear 401a, and the second-gear input gear 303 meshes with the second-gear output gear 402 c. The intermediate output gear 403b meshes with the final power output gear 501. The shift synchronizer SY1302 selectively drivingly connects one of the first-gear input gear 301 and the second-gear input gear 303 with the intermediate power input shaft 300 or disconnects the first-gear input gear 301 and the second-gear input gear 303 from the intermediate power input shaft 300, thereby transmitting or disconnecting the power output from the planetary gear mechanism PGS102 through the first-gear input gear 301 or the second-gear input gear 303.

For another example, in other embodiments, referring to fig. 2, 4, 6, 8, 10, 12, 14, 16, 18, and 20, the variable speed drive 20 includes: an intermediate output shaft 400, a first-gear output gear 401a and a second-gear output gear 403c provided on the intermediate output shaft 400, an intermediate power input shaft 300, and a shift synchronizer SY1302, a first-gear input gear 301, a second-gear input gear 303 provided on the intermediate power input shaft 300; a shift synchronizer SY1302 for selectively drivingly connecting one of the first-gear input gear 301 and the second-gear input gear 303 with the intermediate power input shaft 300 or disconnecting the first-gear input gear 301 and the second-gear input gear 303 from the intermediate power input shaft 300; the first-gear output gear 401a is meshed with the first-gear input gear 301, the second-gear output gear 402c is meshed with the second-gear input gear 303, and the second-gear output gear 402c is in transmission connection with the first input end of the final power output mechanism.

It will be appreciated that the range transmission 20 shown in figures 1, 3, 5, 7, 9, 11, 13, 15, 17 and 19 is provided with a separate intermediate output gear 402b in mesh with a final power output gear 501. The shift transmission mechanism 20 shown in fig. 2, 4, 6, 8, 10, 12, 14, 16, 18, and 20 is engaged with the final power output gear 501 via the second output gear 402 c.

It should be understood that the mechanical mounting locations of the gear trains of the derailleur 20 can be inter-modulated, and that these differences in mechanical arrangement do not ultimately produce any differences in the hybrid function and performance of the hybrid powertrain. The skilled person can design the vehicle according to the actual space of the vehicle.

Referring to fig. 1 to 20, an engine ICE11 and a planetary gear mechanism PGS201 are mounted on one side of the input end of the speed change transmission mechanism 20, a second power input shaft 200 is arranged coaxially with the first power input shaft 100, and a first motor MG1201 and a second lock mechanism are mounted on the other side of the input end of the speed change transmission mechanism 20, for example. Of course, the relative positional relationship between the respective mechanisms of the hybrid transmission system is not limited to the illustration, and those skilled in the art can design it according to the actual installation space of the vehicle.

Referring to fig. 1, 2, 5, 6, 9 to 12, and 15 to 18, the first reduction gear mechanism 30 includes a reduction transmission shaft 600, a first reduction gear 701 for driving connection with the second motor MG2702, a second reduction gear 602 for driving connection with the first reduction gear 701, and a third reduction gear 601 for driving connection with the second input end of the final power output mechanism, and the second reduction gear 602 and the third reduction gear 601 are disposed on the reduction transmission shaft 600.

Specifically, the output end of the second motor MG2702 is provided with a third power input shaft 700, and the first reduction gear 701 is mounted on the third power input shaft 700. The first reduction gear 701 meshes with the second reduction gear 602, and the third reduction gear 601 meshes with the final power output gear 501. The power output by the second motor MG2702 is transmitted to the final power output shaft 500 through the third power input shaft 700, the first reduction gear 701, the second reduction gear 602, the reduction transmission shaft 600, the third reduction gear 601, and the final power output gear 501.

Of course, the first reduction gear mechanism 30 may have other configurations, and is not limited herein.

On the basis of the above embodiment, the embodiment of the utility model provides a hybrid transmission system still includes the synchronous ware SY 2603 that keeps off that sets up on reduction drive shaft 600, and synchronous ware SY 2603 that keeps off is used for being connected or disconnect-connected with third reduction gear 601 selective and reduction drive shaft 600 transmission.

Referring to fig. 11, 12, 17 and 18, a second reduction transmission mechanism is provided on the first electric motor MG1201 side to increase the rotation speed range of the first electric motor MG1201, reduce the torque demand of the first electric motor MG1201, and facilitate weight reduction and cost reduction of the first electric motor MG 1201. The embodiment of the utility model provides a hybrid transmission still includes second reduction gearing, and second reduction gearing's input is used for being connected with first motor MG1201 transmission, and second reduction gearing's output and planetary gear mechanism 102's second input transmission are connected.

Specifically, the second reduction gear mechanism includes a fourth reduction gear 204, a fifth reduction gear 205, and an intermediate transmission shaft 206. Wherein the fourth reduction gear 204 is mounted on the second power input shaft 200, the fifth reduction gear 205 is mounted on the intermediate transmission shaft 206, and the fifth reduction gear 205 is meshed with the fourth reduction gear 204. The intermediate transmission shaft 206 is drivingly connected to an output shaft of the first electric motor MG 1201.

TABLE 1 the embodiment of the present invention provides a driving mode and control state reference table

The following describes in detail the control functions that may be implemented by the hybrid transmission system provided by the embodiment of the present invention, taking the structure shown in fig. 1 as an example. For ease of explanation of the control modes of the hybrid powertrain system of embodiments of the present invention, table 1 is exemplary named for each mode of operation. Assuming that a unified power platform is adopted by a general Hybrid Electric Vehicle (HEV) and a Plug-in Hybrid Electric Vehicle (PHEV), the PHEV has a wider pure Electric drive power and a wider Vehicle speed range because the charge-discharge power of the PHEV Vehicle-mounted power battery is larger. In the configuration of the hybrid powertrain shown in fig. 1, the hybrid function mainly includes five power divisions: low-speed series hybrid SHD, low-medium-speed power split leccvt, medium-speed parallel hybrid MPH, medium-high-speed power split HeCVT, and high-speed parallel hybrid HPH. In addition, a middle-speed engine ICE high-efficiency direct-drive MED mode and a middle-speed engine ICE high-efficiency direct-drive HED mode under steady-state cruising are provided in the driving area, and the driving mode areas can be mutually overlapped alternately. The symbol definitions in table 1 are only used to explain the present invention and are not to be construed as limiting the present invention.

EV1 mode: the first brake BK1101 and the clutch CL202 are in an open or closed state, and the shifting synchronizer SY1302 is in a neutral position, at this time, the engine ICE11 and the first electric motor MG1201 are stopped and stationary, and the second electric motor MG2702 is responsible for providing power and is purely electric drive. The power of the second motor MG2702 is transmitted to the axle through the third power input shaft 700, the first reduction gear mechanism 30, the final power output gear 501, the final power output shaft 500, and the differential 502. The mode can be applicable to full-speed range low-load pure electric driving, reversing or regenerative braking modes.

EV2 mode: the first brake BK1101 is closed, the clutch CL202 is opened, and the shift synchronizer SY1302 is located in the first gear position, at which time the engine ICE11 is stopped and stationary. The first electric machine MG1201 and the second electric machine MG2702 are jointly responsible for providing power. The power output by the first motor MG1201 is transmitted to the axle via the second power input shaft 200, the sun gear, the planetary gear, the carrier, the intermediate power input shaft 300, the first-gear input gear 301, the first-gear output gear 401a, the intermediate output shaft 400, the intermediate output gear 402b, the final power output gear 501, the final power output shaft 500, and the differential 502. The mode is suitable for a full-speed range, pure electric driving under medium and high load, a regenerative braking mode or a reversing mode.

EV3 mode: the first brake BK1101 is closed, the clutch CL202 is opened, and the shift synchronizer SY1302 is located at the second gear position, at which time the engine ICE11 is stopped and stationary, and the first electric machine MG1201 and the second electric machine MG2702 are jointly responsible for providing power. The mode can be suitable for pure electric driving or regenerative braking modes in medium and high speed range and medium and high load.

It can be understood that, in the EV2 mode and the EV3 mode, the first motor MG1201 and the second motor MG2702 can provide pure electric drive together, so that the torque and power requirements of the two motors for meeting the dynamic property of the whole vehicle are greatly reduced, and the size, weight and cost of the two motors and the control inverter thereof are reduced; the two motors can adopt complementary design principles, for example, the high-efficiency area of the first motor MG1201 is designed in a centralized manner in a medium-low speed area, and the second motor MG2702 is designed in a centralized manner in a medium-high speed area to provide high-efficiency driving, so that the two motors have complementary performances, the power performance and high-efficiency driving requirements of the whole vehicle can be met in a wider rotating speed area range, and the overall efficiency of the hybrid power assembly system is improved.

LeCVT mode and HeCVT mode: the first brake BK1101 and the clutch CL202 are simultaneously opened, the shift synchronizer SY1302 in the LeCVT mode is in the first gear position, and the shift synchronizer SY1302 in the HeCVT mode is in the second gear position. Under the control state, the power of the engine ICE11 is subjected to speed regulation power split by the first motor MG1201, and part of the output power of the engine ICE11 is directly output to the planet carrier of the planetary gear mechanism PGS102 through the mechanical transmission path of the planetary gear mechanism PGS102 and is output through first gear or second gear speed reduction and torque increase of the variable speed transmission mechanism 20; the rest output power of the engine ICE11 is split by the power of the first motor MG1201 to convert the mechanical energy into electric energy, or charge the vehicle-mounted power battery, or directly output to the second motor MG2702 as electric energy for driving. By reasonably configuring the gear ratios of the planetary gear mechanism PGS102 and the first gear, the driving mode LeCVT meets the driving requirement of power splitting in a low-middle speed region. Through reasonably matching the speed regulation ratio of the second gear, the driving mode HeCVT meets the driving condition requirements of the vehicle under heavy load in steady state and transient state of a high-speed area.

MPH mode and MED mode: in the control state, the first brake BK1101 is opened, the clutch CL202 is closed, and the shifting synchronizer SY1302 is in a first gear position, so that the power of the first motor MG1201 and the power of the engine ICE11 are in parallel linkage at a fixed speed ratio 1 through the planetary gear mechanism PGS102, and then are output to the final power output gear 501 through speed reduction and torque multiplication at a first gear fixed speed ratio of the speed change transmission mechanism 20; the power of the second motor MG2702 is output to the final power output gear 501 through the fixed speed ratio speed reduction and torque increase of the first reduction transmission mechanism 30; the power of the engine ICE11 and/or the power of the first motor MG1201 and the power of the second motor MG2702 are output to wheels in parallel linkage at the final power output gear 501. Or the first motor MG1201 and the second motor MG2702 work in the 0Nm control mode, and the engine ICE11 directly drives the vehicle to realize the engine ICE efficient direct-drive driving mode. The parallel driving mode MPH is suitable for the heavy-load driving working condition in the transient state of low and medium speed; the direct drive mode MED of the engine ICE is more suitable for the medium-speed steady-state intermediate-load cruising driving working condition.

HPH mode and HED mode: in the control state, the first brake BK1101 is opened, the clutch CL202 is closed, and the shifting synchronizer SY1302 is in the second gear position, and in the control state, the power of the first motor MG1201 and the power of the engine ICE11 are in parallel linkage at a fixed speed ratio 1 through the planetary gear mechanism PGS102, and then are output to the final power output gear 501 through the second gear fixed speed ratio speed reduction and torque increase of the speed change transmission mechanism 20; the power of the second motor MG2702 is output to the final power output gear 501 through the fixed speed ratio speed reduction and torque increase of the first reduction transmission mechanism 30; the power of the engine ICE11 and/or the power of the first motor MG1201 and the power of the second motor MG2702 are output to wheels in parallel linkage at the final power output gear 501. Or the first motor MG1201 and the second motor MG2702 work in the 0Nm control mode, and the engine ICE11 directly drives the vehicle to realize the engine ICE efficient direct-drive driving mode. The parallel driving mode HPH is suitable for heavy load driving conditions in medium and high speed transients; the engine ICE direct drive driving mode HED is more suitable for the medium-high speed steady-state cruising driving working condition.

It is understood that, with reference to fig. 3, 4, 7, 8, 13, 14, 19 and 20, a downshift propeller shaft 600 is provided with a desynchronizing synchronizer SY 2603, in which case, in the engine-only ICE direct drive modes MED and HED, the desynchronizing synchronizer SY 2603 may be controlled to disengage the third downshift gear 601 from the downshift propeller shaft 600. Therefore, under the pure engine ICE direct-drive driving mode MED and HED, the second motor MG2702 is in a shutdown state, and no extra 0Nm control loss of the second motor MG2702 exists, so that the efficiency of the engine ICE direct-drive driving mode MED and HED is improved, and the fuel consumption of the vehicle in a high-speed cruising driving mode is particularly reduced.

SHD mode: in the control state in which the first brake BK1101 is open, the clutch CL202 is closed, and the shifting synchronizer SY1302 is in the neutral position, if the vehicle-mounted power battery is too low in charge or the power output is insufficient to meet the pure electric drive demand of the second electric motor MG2702, the first electric motor MG1201 drags the engine ICE11 to operate in the high-efficiency rotation speed torque region, and the first electric motor MG1201 outputs negative torque to counteract the torque output of the engine ICE11 at the first power input shaft 100, so that the mechanical energy of the engine ICE11 is converted into electric energy, the vehicle-mounted power battery is charged, or part of the electric energy is directly supplied to the second electric motor MG2702 as electric energy for driving. The mode is mainly suitable for urban driving working conditions, backing and regenerative braking of medium-low speed and medium-low load.

Under the urban driving working condition, an engine ICE of the traditional power system is always in a low-speed, low-load and low-efficiency working area, and the oil consumption and the harmful gas emission performance of the engine ICE are poor; however, by alternating series hybrid and electric drive operation, the engine ICE is intermittently maintained at a high-efficiency steady-state output or shutdown, and the combustion efficiency and emissions of the engine ICE are indirectly improved by the electric-only EV1 drive mode of the second electric machine MG 2. As long as the electric quantity of the vehicle-mounted power battery is sufficient and the power output meets the driving requirement of the second motor MG2702, the engine ICE11 and the first motor MG1201 are stopped, and the second motor MG2702 provides a pure electric EV1 driving mode

Under various driving modes, because the power transmission path of the second electric machine MG2702 is completely independent of the power transmission mechanical paths of the engine ICE11 and the first electric machine MG1201, the second electric machine MG2702 can provide transient power demand required by driving, such as transient overtaking, at any time, and can provide power compensation during various driving mode switching processes, such as the engine ICE11 and/or the first electric machine MG1201 during gear shifting, so that the power smoothness of gear shifting is ensured, and the driving feeling is improved.

Can know by above-mentioned each mode of drive, the embodiment of the utility model provides a hybrid power transmission system can provide multiple drive and control mode under the same driving condition for the vehicle, including pure electric drive mode, series connection mix the mode, two keep off parallelly connected mix the mode, two keep off engine power reposition of redundant personnel series-parallel connection driving mode, two keep off pure engine and directly drive the mode, the driving charge mode, regenerative braking mode, parking charge mode, the mode of backing a car etc. can synthesize the fuel economy and compromise dynamic behavior and driving smoothness of vehicle under various complicated operating modes.

The following exemplary description describes the process control of the respective drive mode switching:

when the hybrid power transmission system is in the electric-only driving mode EV1 in advance, the shift synchronizer SY1302 is in a neutral position, the clutch CL202 is opened, and a driving command requests to switch to the electric-only driving mode 2-EV2 or 3-EV 3. The method comprises the steps of firstly controlling a first brake BK1101 to be closed, locking power output of an engine ICE11, carrying out fast synchronous speed control on a first motor MG1201 in an idle load mode, canceling speed closed-loop control to enter a 0Nm mode by the first motor MG1201 after the rotating speed of a planet carrier of a planetary gear mechanism PGS102 is synchronous with the rotating speed of a first-gear input gear 301 or a second-gear input gear 303, and switching a gear shifting synchronizer SY1302 into a first-gear or second-gear input gear, so that the EV1 is switched to a pure electric drive mode of EV2 or EV 3. Similarly, if the EV2 is required to be switched into the EV3 mode, the first electric machine MG1201 enters the 0Nm mode, the second electric machine MG2702 performs torque boost compensation, and the shift synchronizer SY1302 is disengaged from the first gear and enters the neutral gear; the first motor MG1201 enters a rotation speed control mode to carry out two-gear shifting synchronization, after synchronization, the first motor MG1201 cancels the rotation speed synchronization control to enter a 0Nm mode, and a shifting synchronizer SY1302 controls the switching-in of the two-gear input gear 303, so that the switching from EV2 to EV3 is realized; similarly, EV3 to EV2 or EV1, EV2 shift to EV1 modes may all be similarly operated as a shift control.

The hybrid power transmission system is in the electric-only driving mode EV1 in advance, and a driving command requests a switch to the power-split driving mode leccvt: firstly, gear shifting switching from EV1 to EV2 is realized, the first motor MG1201 keeps 0Nm control, the first brake BK1101 is unlocked and opened under control, the control freedom degree of a sun gear and a ring gear of the planetary gear mechanism PGS102 is released, the engine ICE11 is quickly started to a required optimized rotating speed region under the rotating speed closed-loop control of the first motor MG1201, the engine ICE11 is ignited for torque power output, the rotating speed closed-loop speed regulation of the first motor MG1201 is used for power split control, and the second motor MG2702 is used for corresponding torque compensation according to the power split ratio, so that the power or torque request of driving control is met. Similarly, a similar smooth switching of other pure electric mode to power split eCVT mode can be inferred.

The hybrid powertrain is pre-in an electric-only drive mode EV1, and a drive command requests a switch to a parallel hybrid drive mode MPH: controlling the first brake BK1101 to be on, entering 0Nm control after synchronization of the rotation speed control of the first electric motor MG1201, and switching the shift synchronizer SY1302 into the first-gear input gear 301; the first brake BK1101 is controlled to be opened, the rotation speed of the first motor MG1201 is controlled to control the rotation speed of the engine ICE11 to be equal to the rotation speed of the first-gear input gear 301, then the control is performed to be 0Nm, the clutch CL202 is closed, and the first motor MG1201 and the engine ICEICE11 are mechanically connected through the planetary gear PGS102 according to the speed ratio 1, so that EV1 to MPH are completed. Similarly, switching control of the pure electric mode (drive modes EV1, EV2, EV3) to the other parallel hybrid (drive mode MPH or 7-HPH) or engine ICE direct drive mode (drive mode MED or HED) can be realized. In the mode switching process, the first motor MG1201 plays a role in synchronous speed regulation control of first-gear or second-gear shifting synchronization and closing of the clutch CL202, and the shifting synchronizer SY1302 is attracted only after synchronization, so that the durability of the shifting synchronizer SY1302 is improved; and the clutch CL202 only realizes closing control when the rotating speeds of the input end and the output end of the clutch are close to or the same, and torque output does not need to be transmitted in the attracting control process, so that the friction control requirement is weak, the clutch CL202 can be designed in a simplified mode, the friction heat loss is low, and the reliability and the durability of the clutch CL202 are improved.

The hybrid power transmission system is in a power split driving mode LeCVT in advance, and needs to be switched to an electric-only EV mode (EV1, EV2 or EV 3). For example, switching control of drive mode LeCVT to drive mode EV 1: firstly, fuel cut is stopped, power output of an engine ICE11 is stopped, a second motor MG2702 performs torque increasing compensation power output, a rotating speed closed loop of a first motor MG1201 rapidly reduces the rotating speed of the engine ICE11 to be near zero rotating speed 0rpm, the first motor MG1201 switches in zero torque 0Nm output, a first brake BK1101 is controlled to be closed, then a gear shifting synchronizer SY1302 is out of gear, and accordingly switching from a LeCVT to an EV1 mode is achieved; if it is desired to further switch into the EV2 or EV3 mode, the first electric machine MG1201 performs shift synchronization control, and the shift synchronizer SY1302 switches into the first or second input gear, thereby smoothly completing the switching of the EV2 or EV3 mode. Similarly, switching of the power split drive mode HeCVT to all the electric vehicle drive modes EV (EV1, EV2, or EV3) can be achieved.

The hybrid powertrain is in a power split eCVT mode in advance, and needs to be switched to a parallel hybrid or pure engine ICE direct drive mode, such as LeCVT to MPH or MED switching control: firstly, the power system continues to work in a power split driving mode LeCVT, the first motor MG1201 regulates the speed of an engine ICE11 to the same rotating speed of a sun gear, a planet carrier and a ring gear of a planetary gear mechanism PGS102, the engine ICE11 cuts off oil to stop power output, meanwhile, the second motor MG2702 performs torque-increasing compensation power output, then the first motor MG1201 enters a 0Nm mode, a clutch CL202 is closed rapidly, the engine ICE11 ignites to inject oil to output torque, and therefore smooth and rapid switching control from the driving mode LeCVT to the driving mode MPH or MED is completed, and gear shifting control of a variable speed transmission mechanism 20 is not needed; similarly, a fast switch of the power split HeCVT to the parallel hybrid drive mode HPH or the engine ICE direct drive mode HED can be achieved. If the direct switching from the driving mode LeCVT to the driving mode HPH or HED needs to be completed, firstly, the rotation speed of the first motor MG1201 is needed to control the engine ICE11 to enter 0Nm control after the engine ICE11 reaches zero speed, the first brake BK1101 is locked, the shifting synchronizer SY1302 needs the first motor MG1201 to realize the switching control from the first gear to the neutral gear and then to the second gear after the shifting synchronization control is completed, then the first brake BK1101 is released and opened, the rotation speed control of the first motor MG1201 realizes the rotation speed of the sun gear, the planet carrier and the ring gear of the planetary gear to be the same, then the 0Nm control is entered, and then the clutch CL202 is closed rapidly, so that the whole switching control from the LeCVT to the; similarly, the driving mode HeCVT to driving mode MPH or MED switching control may be implemented.

When the hybrid power transmission system is in a parallel hybrid or pure engine ICE direct-drive mode in advance, switching to a power split eCTV mode is required, such as switching control from MPH or MED to LeCVT: firstly, the engine ICE11 cuts oil and stops torque output, the second motor MG2702 performs torque increasing compensation power output, the clutch CL202 is released and opened, the first motor MG1201 immediately enters a rotating speed control mode, the engine ICE11 and the first motor MG1201 are adjusted to the optimized rotating speed, the engine ICE11 ignites and injects oil to output power, the rotating speed of the first motor MG1201 performs power splitting in a closed loop mode, and the torque output of the second motor MG2702 is adjusted to meet the requirements of power splitting balance and driving power, so that smooth switching control from the driving mode MPH to the LeCVT is completed, and gear shifting control of the variable speed transmission mechanism 20 is not needed. Similarly, a switch from a parallel hybrid HPH or a pure engine ICE direct drive mode HED to a power split drive mode HeCVT can be implemented. If the switching control from the driving mode MPH or MED to the driving mode HeCVT is required to be completed, firstly, the engine ICE11 is cut off oil and stops the torque output, the second motor MG2702 is used for increasing the torque and compensating the power output, the clutch CL202 is released and opened, then the first electric machine MG1201 controls the engine ICE11 to zero speed and then enters 0Nm control, the first brake BK1101 is locked, the first electric machine MG1201 performs shift synchronization control, the shift synchronizer SY1302 needs to complete the switching from first gear to neutral gear and then to second gear, the first brake BK1101 is released and opened, the first motor MG1201 immediately enters a rotating speed control mode, the engine ICE11 and the first motor MG1201 are adjusted to the optimized rotating speed, the engine ICE11 ignites and injects fuel to output power, the rotating speed of the first motor MG1201 performs power splitting in a closed loop mode, and the torque output of the second motor MG2702 is adjusted to meet the requirements of power splitting balance and driving power, so that the whole switching control from MPH or MED to HeCVT is completed. Similarly, the driving mode HPH or HED to driving mode LeCVT switching control can be realized.

The control of the switching of the series hybrid drive mode SHD to the other drive mode or the other mode switching into the series drive mode SHD will be similar to the processing for the EV1 drive mode and will not be described in detail here. Although various driving modes can be smoothly switched according to driving requirements at will, the mode switching or gear shifting time can be shortened by optimizing the mode switching sequence and improving the driving feeling by considering the switching time required by mode switching or gear shifting.

The embodiment of the utility model provides a still provide a hybrid vehicle, it includes: the hybrid vehicle comprises an engine ICE11, a first motor MG1201, a second motor MG2702, a first axle, a second axle and a hybrid power transmission system, wherein the engine ICE11 is connected with a first input end of a planetary gear mechanism PGS102 of the hybrid power transmission system through a first power input shaft 100, and a first locking mechanism is arranged on the first power input shaft 100; the first motor MG1201 is in transmission connection with a second input end of the planetary gear mechanism PGS102 through a second power input shaft 200, and a second locking mechanism is arranged on the second power input shaft 200; the output end of the final power output mechanism of the hybrid power transmission system is used for driving the first axle or the second axle to move.

Specifically, the embodiment of the utility model provides a hybrid vehicle still includes frame, chassis isotructure, the embodiment of the utility model provides a do not limit to this. The structure, function and effect of the hybrid power transmission system provided by the present embodiment are the same as those of the above embodiment, and specific reference may be made to the above embodiment, which is not described herein again. The output end of the final power output mechanism of the hybrid power transmission system is in transmission connection with the first axle or the second axle to form a two-wheel driving mode.

The embodiment of the utility model provides a hybrid vehicle because it includes above-mentioned embodiment hybrid transmission system, consequently, the embodiment of the utility model provides a hybrid vehicle also has above-mentioned embodiment hybrid transmission system the same advantage.

Further, the embodiment of the present invention provides a hybrid vehicle, further including a differential 502, and the output end of the final power output mechanism drives the first axle or the second axle to move through the differential 502. Specifically, the differential 502 is mounted on the final power output shaft 500 of the final power output mechanism, and the embodiment of the present invention does not limit the specific structure of the differential 502.

Further, a damper 12 is provided between the engine ICE11 and the first power input shaft 100 to damp vibrations of the engine ICE 11.

Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; although the present invention has been described in detail with reference to the foregoing embodiments, it should be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; such modifications and substitutions do not depart from the spirit and scope of the present invention.

Claims

1. A hybrid powertrain system, comprising: the device comprises a first locking mechanism, a second locking mechanism, a variable speed transmission mechanism, a planetary gear mechanism, a first speed reduction transmission mechanism and a final power output mechanism;

the first input end of the planetary gear mechanism is used for being selectively connected with or disconnected from the engine in a transmission mode through the first locking mechanism;

the second input end of the planetary gear mechanism is used for being in transmission connection with the first motor, and the second input end of the planetary gear mechanism is selectively in transmission connection or disconnection connection with the output end of the planetary gear mechanism through the second locking mechanism;

the output end of the planetary gear mechanism is in transmission connection with the first input end of the final power output mechanism through the variable speed transmission mechanism;

the second input end of the final power output mechanism is used for being in transmission connection with a second motor through the first speed reduction transmission mechanism;

the output end of the final power output mechanism is used for driving an axle of the hybrid electric vehicle to move.

2. The hybrid powertrain system of claim 1,

the ring gear of the planetary gear mechanism is selectively in transmission connection or disconnection connection with the engine through the first locking mechanism;

the sun gear of the planetary gear mechanism is used for being in transmission connection with the first motor, and is selectively in transmission connection or disconnection connection with the planet carrier of the planetary gear mechanism through the second locking mechanism;

and the planet carrier of the planetary gear mechanism is in transmission connection with the first input end of the final power output mechanism through the variable speed transmission mechanism.

3. The hybrid powertrain system of claim 1,

the planet carrier of the planetary gear mechanism is selectively in transmission connection or disconnection connection with the engine through the first locking mechanism;

the sun gear of the planetary gear mechanism is used for being in transmission connection with the first motor, and is selectively in transmission connection or disconnection connection with the gear ring of the planetary gear mechanism through the second locking mechanism;

and the gear ring of the planetary gear mechanism is in transmission connection with the first input end of the final power output mechanism through the variable speed transmission mechanism.

4. The hybrid powertrain system of claim 1, wherein the first locking mechanism disconnects the first input of the planetary gear mechanism from the engine, and the second locking mechanism drivingly connects the second input of the planetary gear mechanism with the output of the planetary gear mechanism to solely output the first motor power through the planetary gear mechanism to the first input of the final power take-off mechanism;

or the first locking mechanism is used for connecting the first input end of the planetary gear mechanism with the engine in a transmission manner, and the second locking mechanism is used for disconnecting the second input end of the planetary gear mechanism from the output end of the planetary gear mechanism so as to output the engine power to the first input end of the final power output mechanism through the planetary gear mechanism;

or, the first locking mechanism connects the first input end of the planetary gear mechanism with the engine in a transmission manner, and the second locking mechanism connects the second input end of the planetary gear mechanism with the output end of the planetary gear mechanism in a transmission manner, so that part of power of the engine after power division through the first motor is output to the first input end of the final power output mechanism through the planetary gear mechanism.

5. The hybrid powertrain system of claim 1,

the first locking mechanism is an engine side brake or an engine side clutch;

the second locking mechanism is a first motor side clutch or a first motor side brake.

6. The hybrid powertrain system of any one of claims 1-5, wherein the variable speed drive mechanism comprises: the middle output shaft is provided with a first gear output gear, a second gear output gear and a middle output gear which are arranged on the middle output shaft, a middle power input shaft in transmission connection with the output end of the planetary gear mechanism, and a gear shifting synchronizer, a first gear input gear and a second gear input gear which are arranged on the middle power input shaft;

the shift synchronizer is used for selectively connecting one of the first gear input gear and the second gear input gear with the middle power input shaft in a transmission mode or disconnecting the first gear input gear and the second gear input gear from the middle power input shaft;

the first gear output gear is meshed with the first gear input gear, the second gear output gear is meshed with the second gear input gear, and the middle output gear is in transmission connection with the first input end of the final power output mechanism.

7. The hybrid powertrain system of any one of claims 1-5, wherein the first reduction transmission mechanism includes: the speed reduction transmission shaft, be used for with the first reduction gear that the second motor transmission is connected, with the second reduction gear that the first reduction gear transmission is connected and with the third reduction gear that final power take off's second input transmission is connected, just set up on the speed reduction transmission shaft the second reduction gear with third reduction gear.

8. The hybrid powertrain system of claim 7, further comprising a de-gearing synchronizer disposed on the reduction drive shaft for selectively drivingly connecting or disconnecting the third reduction gear to the reduction drive shaft.

9. A hybrid transmission system according to any one of claims 1 to 5, further comprising a second reduction transmission having an input for driving connection with the first motor and an output in driving connection with the second input of the planetary gear mechanism.

10. A hybrid vehicle, characterized by comprising: an engine, a differential, a first electric machine, a second electric machine, a first axle, a second axle, and the hybrid powertrain of any of claims 1-9;

the engine is connected with a first input end of a planetary gear mechanism of the hybrid power transmission system through a first power input shaft, and the first locking mechanism is arranged on the first power input shaft;

the first motor is in transmission connection with a second input end of the planetary gear mechanism through a second power input shaft, and the second locking mechanism is arranged on the second power input shaft;

and the output end of the final power output mechanism of the hybrid power transmission system moves by driving the first axle or the second axle.