CN212353596U

CN212353596U - Two keep off power coupling transmission, hybrid vehicle

Info

Publication number: CN212353596U
Application number: CN202020201550.0U
Authority: CN
Inventors: 戴振坤; 石刚; 郝振东; 吴潇潇; 吕永安; 王帅; 梁伟
Original assignee: Lvchuan Beijing Automotive Technology Co ltd
Current assignee: Lvchuan Beijing Automotive Technology Co ltd
Priority date: 2020-02-24
Filing date: 2020-02-24
Publication date: 2021-01-15
Anticipated expiration: 2030-02-24

Abstract

The utility model relates to a two keep off power coupling transmission, hybrid vehicle, two keep off power coupling transmission include: a first input shaft for receiving power from the first power source or the second power source; the second input shaft is directly connected with the third power source; the output shaft is used for outputting power from the first power source, the second power source and the third power source; the first input shaft is parallel to the second input shaft, and the second power source is substantially at the same position in the axial direction as the third power source. The utility model discloses power coupling device's axial dimension can be reduced to a more compact power coupling device is provided.

Description

Two keep off power coupling transmission, hybrid vehicle

Technical Field

The utility model belongs to the vehicle field, concretely relates to two keep off power coupling transmission, hybrid vehicle.

Background

As fossil fuel energy sources have been increasingly reduced and emissions regulations have become stricter in various countries, technologies for driving automobiles using clean energy have begun to be applied on a large scale. According to the difference of energy sources, new energy vehicles can be classified into pure electric vehicles, hybrid vehicles and fuel cell vehicles in addition to the conventional fuel vehicles. In practical application, pure electric vehicles are promoted in large scale in China, but the pure electric vehicles are limited by factors such as insufficient battery performance, small number of charging stations, low charging speed and the like, and the problems of insufficient endurance mileage, fast battery performance reduction and the like still exist in the pure electric vehicles, so the use scenes of the pure electric vehicles are limited. Some view points suggest that fuel cell vehicles are the ultimate power form of automobiles, and related products are already brought to the market by automobile companies such as toyota, but the fuel cell vehicles still have a lot of problems to be solved on the whole.

As a transition, hybrid vehicles have recently gained further acceptance in the market, and manufacturers typified by yota, honda, and the like have started to introduce a number of hybrid versions. The hybrid electric vehicle has various power mixing schemes, and can be divided into series, parallel, series-parallel and the like according to the traditional classification method. Taking the chinese patent application CN 102874092 a as an example, it discloses an extended range electric vehicle, which includes an internal combustion engine, two electric motors, two double-clutch transmission devices and two sets of speed change gear mechanisms, so as to improve the fuel economy of the whole vehicle. However, this solution uses four clutches, which also increases the complexity of the control in the case of a high number of components. Furthermore, with this solution, its three power sources are aligned axially, i.e. on one axis, which increases the axial length of the entire transmission. The applicant also proposed another extended range electric vehicle power system in chinese patent application CN 102874095 a filed on the same day, in which although only one set of dual clutch transmission, i.e. two clutches, is used and three power sources are not simply located on a straight line in the axial direction but are staggered, the solution still has the disadvantages of a large number of switching elements, a large axial length, and complicated control.

The newly published chinese patent application CN 109677254 a discloses a transmission system for an extended range electric vehicle, in which although no switching element is provided, three power sources are still arranged on the same straight line in the axial direction, and there is a problem of large axial dimension. In addition, although the switching element is not arranged, the internal combustion engine can only drive the generator to charge correspondingly, and the internal combustion engine and the generator cannot drive the vehicle to move forwards.

SUMMERY OF THE UTILITY MODEL

Therefore, the utility model provides a following technical scheme:

a two-speed power coupling transmission comprising:

a first input shaft for receiving power from the first power source or the second power source;

the second input shaft is directly connected with the third power source;

the output shaft is used for outputting power from the first power source, the second power source and the third power source;

the first input shaft is parallel to the second input shaft, and the second power source is substantially at the same position in the axial direction as the third power source.

The invention can also advantageously comprise the following features used alone or in combination:

-a first gear driving gear and a second gear driving gear are arranged on the first input shaft, and the first gear driving gear and the second gear driving gear are both connected with the first input shaft through a switching element;

-further comprising a planetary gear train, and the planetary gear train is located between the first gear driving gears.

The planet carrier of the planetary gear set receives power from a first power source, the first input shaft being connected with the sun gear of the planetary gear set.

-the first power source is an internal combustion engine, the second power source is an ISG, and the third power source is a traction motor.

The ring gear of the planetary gear set is directly connected to the housing.

A third input shaft is further provided, the second power source is directly connected with the third input shaft, and the first input shaft and the third input shaft are connected through a pair of gear pairs.

-said output shaft is connected to a differential transmission.

The utility model also provides a hybrid vehicle and this hybrid vehicle's operation method, concrete technical scheme as follows:

a hybrid vehicle comprises the power coupling transmission device.

A method of operating a hybrid vehicle, the hybrid vehicle being put into the following operating modes:

a) pure electric mode: the first power source and the second power source do not work, the switching element is disconnected, and the third power source works;

b) a range extending mode: the first power source outputs power, the second power source converts the power of the first power source into electric energy, the switching element is disconnected, and the third power source drives the vehicle to run;

c) hybrid mode 1: the first power source outputs power, the second power source converts the power of the first power source into electric energy, the switching elements are combined, the first power source and the third power source jointly drive the vehicle to run, and the vehicle can run in different gears;

d) mixing mode 2: the first power source, the second power source and the third power source all drive the vehicle to run, and the vehicle can run in different gears;

e) a braking energy recovery mode: the first power source and the second power source do not work, the switching element is disconnected, and the third power source converts the kinetic energy of the vehicle into electric energy;

f) a parking charging mode: the first power source works to enable the second power source to generate power, and the third power source does not work;

g) fuel mode 1: the first power source works to drive the vehicle to run, the second power source and the third power source do not work, and the vehicle can run in different gears;

h) fuel mode 2: the first power source drives the second power source to generate electricity, the first power source further drives the vehicle to move forwards, the third power source does not work, and the vehicle can run in different gears.

According to the technical solution provided by the utility model, the utility model discloses can reduce power coupling device's axial dimensions to a more compact power coupling device is provided, and can provide the different fender position and supply the internal-combustion engine to use, thereby improves the fuel economy of internal-combustion engine.

Other advantages of the invention will be more readily understood after reading the detailed description of the technical solution of the invention taken in conjunction with the accompanying drawings.

Drawings

Fig. 1 shows a schematic block diagram of a first embodiment of the invention;

fig. 2 shows a schematic block diagram of a second embodiment of the invention;

fig. 3 shows a schematic block diagram of a third embodiment of the present invention;

fig. 4 shows a schematic block diagram of a fourth embodiment of the present invention.

Detailed Description

It should be noted that, although the drawings and the following description describe the present invention as divided into a plurality of embodiments, those skilled in the art will understand that the features of the embodiments and the embodiments in the present application can be combined with each other without conflict.

Referring to fig. 1, the power coupling apparatus of the present invention is used for a hybrid vehicle, and can perform power coupling of three power sources. In the hybrid vehicle, there is a conventional internal combustion engine (not shown) as a first power source, which is located on the left side of the flywheel damper device in fig. 1. The hybrid vehicle is also provided with an ISG motor 5 as a second power source. A traction motor 6 is also provided as the primary source of electric drive power. The ISG motor is directly driven by the internal combustion engine and is capable of operating in generator mode to charge the vehicle's battery. The ISG motor 5 and the traction motor 6 each include a stator and a rotor. The rotor shaft is typically rotated by the rotor to output power.

Both the ISG motor 5 and the traction motor 6 may operate as generators or as motors, as desired. In conjunction with the operating states of the three power sources, the hybrid vehicle may operate in a variety of operating modes as will be described in greater detail below.

Furthermore, as a characteristic of the electric machine itself, the traction motor 8 can also operate in generator mode when the vehicle is braking, to convert the kinetic energy of the vehicle into electric energy.

Referring to fig. 1, in the power coupling device of the present invention, a first input shaft 2, a second input shaft 7, and two switching elements C1 and C2 are provided in a housing 1.

The first input shaft 2 is sleeved with the first gear driving gear 3, and two sides of the switching element C1 are respectively connected with the first input shaft 2 and the first gear driving gear 3, and can be in transmission connection or disconnection between the two. A second gear driving gear 4 is sleeved on the first input shaft 2, and two sides of the switching element C2 are respectively connected with the first input shaft 2 and the ISG motor 5, and can be in transmission connection with the first input shaft 2 or disconnected from the first input shaft and the ISG motor.

A first gear driven gear and a second gear driven gear are fixedly arranged on the output shaft and are respectively and normally meshed with the first gear driving gear 3 and the second gear driving gear 4. Furthermore, a transmission gear is arranged on the second input shaft 7, which is in constant mesh with the first-gear driven gear.

An output gear 8 is also provided on the output shaft, which meshes with a differential input gear 11 to transmit power to a transmission 12.

Typically, both shift elements C1 and C2 take the form of clutches. Specifically, the clutch may be a multi-plate clutch or a dry clutch.

The first input shaft 2 and the second input shaft 7 are parallel to each other, and one end of the first input shaft 2 is connected with the rotor of the ISG motor 5, and the second input shaft 7 is connected with the rotor of the traction motor 6. In order to shorten the size of the entire power coupling device, the ISG motor 5 and the traction motor 6 are located at substantially the same position in the axial direction.

In addition, the internal combustion engine and the ISG motor 5 are axially on both sides of the two sets of gear wheels.

Fig. 2 shows a second embodiment of the power coupling transmission of the present invention. Specifically, the embodiment shown in fig. 2 differs from the embodiment shown in fig. 1 mainly in that the internal combustion engine and the ISG motor are not in the same line in the axial direction. That is, a third input shaft is further provided for receiving power from the ISG, and the first input shaft and the third input shaft are connected by a pair of gear pairs therebetween. This embodiment can improve the efficiency of the internal combustion engine charging the ISG and the output torque when the ISG operates as a motor by providing a pair of gear pairs.

Fig. 3 shows a second embodiment of the power coupling transmission of the present invention. In particular, the embodiment shown in fig. 3 differs from the embodiment shown in fig. 1 mainly in that a planetary gear set is also provided between the internal combustion engine and the first input shaft. Specifically, the power of the internal combustion engine is input to the carrier of the planetary gear train, and the sun gear of the planetary gear train is connected to the first input shaft. In this way, when the internal combustion engine and the ISG work simultaneously, the power coupling of the internal combustion engine and the ISG can be more stable, and the power output of the internal combustion engine is changed once, so that the power selection of the internal combustion engine can be more flexible.

Likewise, as shown in FIG. 4, the embodiment of FIG. 3 may be modified as shown in FIG. 2, and will not be discussed in detail.

The structure of the power coupling transmission device of the present invention has been described above, and the operation mode thereof is described below with reference to table 1.

Referring to table 1, in the power coupling transmission apparatus shown in fig. 1, a total of 12 operation modes can be generated according to the operation states of the three power sources and the operation state of the switching element.

TABLE 1 working modes of the extended range power coupling transmission shown in FIG. 1

Specifically, in the electric-only mode, neither the internal combustion engine nor the ISG motor are operating, and both clutches C1 and C2 are in a disengaged state, while the traction motors are operating. At the moment, the vehicle is only driven by the traction motor, the traction motor obtains energy from the power battery to rotate, the rotor drives the second input shaft to rotate, further, the gear on the shaft is driven to rotate, and finally, the differential is driven to operate, so that the vehicle is driven to operate. The vehicle can be made to advance or retreat depending on the rotational direction of the traction motor. This mode is particularly suitable for vehicle launch.

In the range extending mode, the internal combustion engine works to drive the rotor shaft of the ISG to rotate, and the ISG is in a power generation state, and the generated electric energy is stored in the power battery. At this time, both switching elements are disengaged, and power from the internal combustion engine does not drive the wheels, but the traction motor still drives the wheels. This mode is suitable for the case when the SOC of the power battery is lower than a preset value.

Hybrid mode 1 may operate in two gears. In hybrid mode 1, the power of the internal combustion engine drives the wheels along with the traction motor, in addition to driving the ISG to charge the battery. This mode is suitable for a state when the required traction power of the vehicle is large and the SOC value is low. When the clutch C1 is engaged and the clutch C2 is disengaged, the first drive gear is connected to the first input shaft 2, so that the power of the internal combustion engine is output at the first speed ratio. When the clutch C2 is engaged and the clutch C1 is disengaged, the second gear drive gear is connected to the first input shaft 2, so that the power of the internal combustion engine is output at the second gear ratio.

The hybrid mode 2 is different from the hybrid mode 1 in that the ISG also operates in a driving state. Compared with the hybrid mode 1, the mode is suitable for the situation that the required traction power of the vehicle is larger.

When a driver releases an accelerator pedal (slides) or steps on a brake pedal (brakes) in the normal running process of the vehicle, the internal combustion engine and the ISG do not work, the two switching elements are disconnected, and the traction motor is in a generator mode, so that the kinetic energy of the vehicle is converted into electric energy to be recovered, namely in an energy recovery mode.

If the vehicle is in a static state, the traction motor does not need to work, and the internal combustion engine can drive the ISG in a generator mode to work to charge the battery.

In addition, a conventional fuel mode may also be employed. In fuel mode 1, the internal combustion engine drives the vehicle forward while the ISG is not active. In fuel mode 2, the internal combustion engine charges the battery through the ISG in addition to driving the vehicle forward. Depending on the operating states of clutches C1 and C2, fuel mode 1 and fuel mode 2 may both be in first gear or second gear.

The control parameters upon which the switching between modes is based may include vehicle speed, SOC value, and accelerator pedal depth, among others. And according to the preset reference value, enabling the vehicle to be in a corresponding working mode when each parameter is in the corresponding reference value range.

The structure of each embodiment of the present invention has been described in detail above, and the operation mode of the power coupling transmission device of the present invention has been described at the same time. The technical solutions of the present invention can be used by anyone skilled in the art to make many possible variations and modifications to the technical solution of the present invention, or to modify equivalent embodiments with equivalent variations, without departing from the scope of the technical solution of the present invention. Therefore, any modification, equivalent change and modification of the above embodiments according to the present invention are all within the protection scope of the present invention.

Claims

1. A two-speed power coupling transmission comprising:

the second input shaft is directly connected with the third power source;

wherein the first input shaft is parallel to the second input shaft, and the second power source is at substantially the same position in the axial direction as the third power source.

2. The two-speed power coupling transmission device according to claim 1, wherein:

the first input shaft is provided with a first gear driving gear and a second gear driving gear, and the first gear driving gear and the second gear driving gear are connected with the first input shaft through a switching element.

3. A two speed power coupling transmission as defined in claim 2, wherein:

the planetary gear train is positioned between the first-gear driving gears.

4. A two speed power coupling transmission as defined in claim 3, wherein:

the planetary carrier of the planetary gear train receives power from a first power source, and the first input shaft is connected with a sun gear of the planetary gear train.

5. A two speed power coupling transmission according to any one of claims 1 to 4, wherein:

the first power source is an internal combustion engine, the second power source is an ISG, and the third power source is a traction motor.

6. The two-speed power coupling transmission device according to claim 4, wherein:

and the gear ring of the planetary gear train is directly connected with the shell.

7. A two speed power coupling transmission according to any one of claims 1 to 4, wherein:

the second power source is directly connected with the third input shaft, and the first input shaft is connected with the third input shaft through a pair of gear pairs.

8. A two speed power coupling transmission according to any one of claims 1 to 4, wherein:

the output shaft is connected with the differential transmission device.

9. A hybrid vehicle comprising a two-speed power coupling transmission according to any one of claims 1-8.