CN213676360U

CN213676360U - Hybrid vehicle driving system

Info

Publication number: CN213676360U
Application number: CN202022120031.4U
Authority: CN
Inventors: 康健健; 刘孟楠; 徐立友; 赵一荣; 闫祥海; 李妍颖; 雷生辉; 仝一锟; 胥文翔; 张勇刚
Original assignee: Henan University of Science and Technology
Current assignee: Luoyang Tractor Research Institute Co ltd
Priority date: 2020-09-24
Filing date: 2020-09-24
Publication date: 2021-07-13
Anticipated expiration: 2030-09-24

Abstract

A hybrid vehicle drive system includes an engine for outputting power to driving wheels of a hybrid vehicle, a motor for outputting driving force to the driving wheels of the hybrid vehicle, and a power battery for supplying power to the motor, the engine and the motor are powered by The coupling realizes the synthesis of power, the power coupler distributes the synthesized power to the double clutch, the double clutch controls the engagement or disengagement of the power, and transmits the power to the transmission, and the final reducer connects the differential and the transmission respectively, and realizes the drive The transmission of the wheel; the power coupler includes a planet carrier, a driving bevel gear and a driven bevel gear arranged on the planet carrier, a symmetrically arranged transmission gear A and a transmission gear C, and a symmetrically arranged transmission gear B and D. The utility model has the advantages of compact structure, strong practicability, accurate control and good comfort, and can effectively solve the problems of complex structure and high cost of the existing hybrid drive system and hybrid vehicle.

Description

Hybrid vehicle driving system

Technical Field

The utility model relates to a hybrid vehicle technical field, more specifically say, relate to a hybrid vehicle actuating system.

Background

Generally, the hybrid power refers to oil-electricity hybrid power, i.e. the mixture of fuel gasoline, diesel oil and the like and electric energy, the hybrid vehicle is driven by an engine and a motor, the two modes can be used independently or together, and with increasingly strict environmental requirements and increasingly exhausted petroleum resources, the vehicle industry starts to change from a traditional mode of pursuing high power and high energy consumption to a mode of low energy consumption and high cleanness. In recent years, new energy vehicles are gradually replacing traditional fuel vehicles, but pure electric vehicles still have the problems of low battery density, short endurance mileage and insufficient safety, so the current output and sales volume is still not high. At the moment, the hybrid electric vehicle is improved on the traditional fuel electric vehicle, so that the energy consumption is saved, the power is improved, and the problems of the hybrid electric vehicle and the traditional fuel electric vehicle are effectively solved to a certain extent.

The differential mechanism as one kind of driving mechanism for vehicle to rotate in different rotation speeds is composed of left and right half-axle gears, two planetary gears and gear carrier. The double-clutch transmission DCT has the flexibility of a manual transmission and the comfort of an automatic transmission, can provide almost uninterrupted power output, shifts quickly and smoothly, the control unit can accurately operate the double clutch and each gear combination sleeve in the shifting process, the clutch can run dry or in an oil pool, power is alternately transmitted to a second shaft by odd and even gears in turn, and as a result, the power interruption in the shifting process is very small, the comfort degree can be comparable to that of the automatic transmission, but the oil consumption is the same as that of the manual transmission. The utility model discloses combine above-mentioned technique and be used for solving current hybrid power system structure complicacy, the immature problem of technique.

SUMMERY OF THE UTILITY MODEL

In view of this, for solving above-mentioned prior art not enough, the utility model aims at providing a hybrid vehicle actuating system, this system compact structure, practicality are strong, control is accurate, and the travelling comfort is good, can effectively solve current hybrid actuating system and hybrid vehicle structure complicacy, problem with high costs.

In order to achieve the above object, the utility model adopts the following technical scheme: a hybrid vehicle driving system comprises an engine for outputting power to driving wheels of a hybrid vehicle, a motor for outputting driving force to the driving wheels of the hybrid vehicle, and a power battery for supplying power to the motor, wherein the engine and the motor realize power synthesis through a power coupler, the power coupler distributes the synthesized power to a double clutch, the double clutch controls the connection or disconnection of the power and transmits the power to a transmission, and a main speed reducer is respectively connected with a differential and the transmission and realizes the transmission of the driving wheels.

Furthermore, the power coupler comprises a planet carrier, a driving bevel gear, a driven bevel gear, a transmission gear A and a transmission gear C which are symmetrically arranged, and a transmission gear B and a transmission gear D which are symmetrically arranged, wherein the driving bevel gear and the driven bevel gear are arranged on the planet carrier; the transmission gear A is connected with a motor output shaft, a first brake is arranged on the motor output shaft, the transmission gear C is connected with an engine output shaft, and a second brake and a single clutch are arranged on the engine output shaft.

Furthermore, the transmission comprises transmission gears of all gears, a synchronizer, a first input shaft, a second input shaft, a first output shaft, a second output shaft and a power output shaft.

Further, the double clutch comprises a clutch C₁And a clutch C₂Said clutch C₁The power coupler and the first input shaft are connected and realize power connection or disconnection of the power coupler and the first input shaft, and the clutch C₂And connecting the power coupler and the second input shaft, and realizing power connection or disconnection of the power coupler and the second input shaft.

Furthermore, the transmission is a seven-gear double-clutch transmission structure, and each gear transmission gear comprises a first gear driving gear and a first gear driven gear, a second/reverse gear driving gear and a second gear driven gear, a reverse gear, a third gear driving gear and a third gear driven gear, a fourth/sixth gear driving gear and a fourth gear driven gear, a sixth gear driven gear, a fifth gear driving gear and a fifth gear driven gear, and a seventh gear driving gear and a seventh gear driven gear.

Furthermore, the second input shaft is sleeved on the first input shaft in an idle mode, and each odd-gear driving gear is arranged on the first input shaft and comprises a first-gear driving gear, a third-gear driving gear, a fifth-gear driving gear and a seventh-gear driving gear; and each even-numbered gear driving gear is arranged on the second input shaft and comprises the two/reverse gear driving gear and a four/sixth gear driving gear.

Furthermore, each gear driven gear and each reverse gear are sleeved on the first output shaft and the second output shaft in an idle mode, and power is transmitted to the corresponding output shafts through the synchronizers: the first output shaft is provided with the first-gear driven gear, the reverse gear, the fourth-gear driven gear and the fifth-gear driven gear, the second output shaft is provided with the second-gear driven gear, the third-gear driven gear, the sixth-gear driven gear and the seventh-gear driven gear, the synchronizer comprises a first/fifth-gear synchronizer, a second/sixth-gear synchronizer, a third/seventh-gear synchronizer and a fourth/reverse-gear synchronizer, each synchronizer is fixedly connected with the corresponding output shaft through splines, and the power output shaft is fixedly provided with an output gear.

The utility model has the advantages that:

the driving system of the utility model uses the power coupler based on the structural design of the common differential mechanism, adopts the double clutch transmission, has smooth transmission, can transmit larger torque and has reliable work; the utility model discloses a driving system is applied to hybrid vehicle, through the mode of control engine, motor, carries out power distribution through the power coupler, and multiple mode can be realized to the corresponding clutch of joint, including engine drive mode, hybrid drive mode, motor drive mode, parking charge mode, energy recuperation mode and driving charge mode, during the low or middle load, uses engine or motor individual drive mode; at high load, the hybrid drive mode is used; the reverse charging can be selectively carried out while the work is carried out, and the energy utilization rate is high; through the regulation and control of the energy management system, the transmission efficiency and the dynamic property can be effectively improved, the energy consumption is reduced, the cost is reduced, and the purposes of energy conservation and emission reduction are achieved.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.

Fig. 1 is a schematic structural diagram of a drive system of a hybrid vehicle according to the present invention;

fig. 2 is a schematic structural diagram of the power coupler of the present invention;

FIG. 3 is a schematic structural diagram of the transmission of the present invention;

reference numerals: 1. power battery, 2, motor, 3, first brake4, a power coupler 401, a motor output shaft 402, a driving bevel gear 403, a driven bevel gear 404, an engine output shaft 405, a planet carrier 406, a transmission gear A407, a transmission gear C408, a transmission gear B409, a transmission gear D5, a second brake 6, a single clutch 7, an engine 8, a double clutch 801 and a clutch C₁802, clutch C₂9, transmission, 901, first input shaft, 902, second input shaft, 903, second/reverse drive gear, 904, reverse gear, 905, fourth/reverse synchronizer, 906, fourth gear driven gear, 907, fourth/sixth gear drive gear, 908, fifth gear driven gear, 909, first/fifth synchronizer, 910, first gear driven gear, 911, seventh gear drive gear, 912, drive gear a, 913, first output shaft, 914, power output shaft, 915, second output shaft, 916, output gear, 917, drive gear B, 918, seventh gear driven gear, 919, first gear drive gear, 920, third/seventh gear synchronizer, 921, third gear driven gear, 922, third gear drive gear, 924, fifth gear drive gear, sixth gear driven gear, 925, second/sixth gear synchronizer, 926, second gear driven gear, 10, main reducer, 11. differential 12, drive wheels.

Detailed Description

The following provides specific embodiments, which will further clearly, completely and specifically explain the technical solutions of the present invention. The present embodiment is the best embodiment based on the technical solution of the present invention, but the scope of the present invention is not limited to the following embodiments.

A hybrid vehicle driving system, as shown in FIG. 1, includes an engine 7 outputting power to driving wheels 12 of a hybrid vehicle, a motor 2 outputting driving force to the driving wheels 12 of the hybrid vehicle, and a power battery 1 for supplying power to the motor 2, wherein the engine 7 and the motor 2 realize power combination through a power coupler 4, the power coupler 4 distributes the combined power to a double clutch 8, the double clutch 8 controls the connection or disconnection of the power and transmits the power to a transmission 9, a main reducer 10 connects a differential 11 and the transmission 9 respectively and realizes transmission of the driving wheels 12.

Further, as shown in fig. 2, the dynamic coupler 4 uses a differential structure, and satisfies the kinematic and dynamic characteristics of a common differential, and the kinematic equation:

in the formula

In order to the rotational speed of the engine output shaft 44,

for the rotational speed of the output shaft 41 of the motor,

is the drive bevel gear 42 speed. Kinetic equation:

in the formula (I), wherein,

is the torque of the output shaft 44 of the engine,

is the torque of the output shaft of the motor,

is the drive bevel gear torque; the power coupler 4 comprises a planet carrier 405, a driving bevel gear 402, a driven bevel gear 403, a transmission gear A406 and a transmission gear C407 which are symmetrically arranged, a transmission gear B408 and a transmission gear D409 which are symmetrically arranged, wherein the four gears are meshed with each other, for example, the transmission gear A406 is meshed with the transmission gear B408 and the transmission gear D409, the power coupler 4 performs power synthesis and distribution, the motor 2 starts the engine 7 through the power coupler 4, the engine 7 can reversely drive the motor 2 to charge the power battery 1 through the power coupler 4, and particularly, the power coupler 4 can realize the function of energy recovery during braking and deceleration;

the transmission gear A406 is connected with a motor output shaft 401, a first brake 3 is arranged on the motor output shaft 401, when the first brake 3 is braked, power cannot be transmitted to the power coupler 4, the transmission gear C407 is connected with an engine output shaft 404, a second brake 5 is arranged on the engine output shaft 404, when the second brake 5 is braked, power cannot be transmitted to the power coupler 4, and the single clutch 6 is positioned between the engine 7 and the power coupler 4 and controls the power transmitted by the engine 7 to be connected or disconnected.

Further, the double clutch 8 includes a clutch C ₁801 and Clutch C₂802, said clutch C ₁801 connecting the power coupling 4 and the first input shaft 901, and realizing power connection or disconnection of the two, and the clutch C₂802 connect the power coupling 4 and the second input shaft 902 and enable the power engagement or disengagement of the two.

Further, as shown in fig. 3, the transmission 9 includes gear transmission gears, a synchronizer, a first input shaft 901, a second input shaft 902, a first output shaft 913, a second output shaft 915 and a power output shaft 914;

the transmission 9 is a seven-gear double-clutch transmission structure, and each gear transmission gear comprises a first-gear driving gear 919 and a first-gear driven gear 910, a second/reverse-gear driving gear 903 and a second-gear driven gear 926, a reverse-gear 904, a third-gear driving gear 922 and a third-gear driven gear 921, a fourth/sixth-gear driving gear 907 and a fourth-gear driven gear 906, a sixth-gear driven gear 924, a fifth-gear driving gear 923 and a fifth-gear driven gear 908, and a seventh-gear driving gear 911 and a seventh-gear driven gear 918;

the second input shaft 902 is freely sleeved on the first input shaft 901, and each odd-numbered gear driving gear is arranged on the first input shaft 901 and comprises a first-gear driving gear 919, a third-gear driving gear 922, a fifth-gear driving gear 923 and a seventh-gear driving gear 911; the second input shaft 902 is provided with even-numbered gear driving gears, including the second/reverse gear driving gear 903 and the fourth/sixth gear driving gear 907.

Further, each gear driven gear and the reverse gear are idly sleeved on the first output shaft 913 and the second output shaft 915, and power transmission to the corresponding output shafts is realized through a synchronizer: the first output shaft 913 is provided with the first-gear driven gear 910, the reverse gear 904, the fourth-gear driven gear 906 and the fifth-gear driven gear 908, the second output shaft 915 is provided with the second-gear driven gear 926, the third-gear driven gear 921, the sixth-gear driven gear 924 and the seventh-gear driven gear 918, the synchronizers include a first/fifth-gear synchronizer 909, a second/sixth-gear synchronizer 925, a third/seventh-gear synchronizer 920 and a fourth/reverse-gear synchronizer 905, each synchronizer is fixedly connected with the corresponding output shaft through a spline, and the power output shaft 914 is fixedly provided with an output gear 916.

The utility model discloses a driving system's control method as follows:

(1) engine start mode: the motor 2 works, the first brake 3 and the second brake 5 are braked and released, the single clutch 6 is engaged, power is transmitted to the engine 7 through the motor 2 and the power coupler 4, and the engine 7 is started; the power transmission route in the power coupler 4 is as follows: a motor output shaft 401, a transmission gear A406, a transmission gear B408, a transmission gear D409, a transmission gear C407 and an engine output shaft 404;

(2) a motor driving mode: when the load is medium or low, the motor 2 works, the engine 7 does not work, the first brake 3 is released, the single clutch 6 is disconnected, and power is transmitted to the double clutch 8 through the motor 2 and the power coupler 4; the power transmission route in the power coupler 4 is as follows: a motor output shaft 401, a transmission gear A406, a transmission gear B408, a transmission gear D409, a planet carrier 405, a driving bevel gear 402 and a driven bevel gear 403;

(3) an engine drive mode: when the load is medium, the engine 7 works, the motor 2 stops working, the first brake 3 and the second brake 5 are released, the single clutch 6 is engaged, and power is transmitted to the double clutch 8 through the engine 7 and the power coupler 4; the power transmission route in the power coupler 4 is as follows: an engine output shaft 404, a transmission gear C407, a transmission gear B408, a transmission gear D409, a planet carrier 405, a driving bevel gear 402 and a driven bevel gear 403;

(4) hybrid drive mode: at high load, the engine 7 and the motor 2 work simultaneously, the first brake 3 and the second brake 5 are released, the single clutch 6 is engaged, and power is transmitted to the double clutch 8 through the engine 7, the motor 2 and the power coupler 4; two power transmission routes in the power coupler 4 are provided, one is as follows: an engine output shaft 404, a transmission gear C407, a transmission gear B408, a transmission gear D409, a planet carrier 405, a driving bevel gear 402 and a driven bevel gear 403; the other one is as follows: a motor output shaft 401, a transmission gear A406, a transmission gear B408, a transmission gear D409, a planet carrier 405, a driving bevel gear 402 and a driven bevel gear 403; the two power transmission routes are output after completing power coupling in the power coupler 4;

(5) parking charging mode: when the electric quantity of the power battery 1 is insufficient, the motor 2 is reversely charged by the engine 7, the engine 7 works, the first brake 3 and the second brake 5 are released, the single clutch 6 is engaged, and the power is transmitted to the motor 2 through the engine 7 and the power coupler 4; the power transmission route in the power coupler 4 is as follows: an engine output shaft 404, a transmission gear C407, a transmission gear B408, a transmission gear D409, a transmission gear A406 and a motor output shaft 401;

(6) the driving charging mode is as follows: when the electric quantity of the power battery 1 is insufficient in the driving process, part of the power of the engine 7 drives the vehicle to continue driving, and part of the power reversely charges the motor 2 through the power coupler 4; at the moment, the engine 7 works, the first brake 3 and the second brake 5 are released, the single clutch 6 is engaged, and power is transmitted to the motor 2 through the engine 7 and the power coupler 4; the power transmission route in the power coupler 4 is as follows: an engine output shaft 404, a transmission gear C407, a transmission gear B408, a transmission gear D409, a transmission gear A406 and a motor output shaft 401;

(7) a braking energy recovery mode: when braking and decelerating, the kinetic energy can be recovered by braking, the power is transmitted to the motor 2 through the driving wheel 12, the differential 11, the main reducer 10, the speed changer 9, the double clutch 8 and the power coupler 4, and the motor 2 reversely charges the power battery 1; the power transmission route in the power coupler 4 is as follows: and a driven bevel gear 403, a driving bevel gear 402, a planet carrier 405, a transmission gear B408, a transmission gear D409 and a transmission gear A406 to the motor output shaft 401 to complete the recovery of braking energy.

The essential features, the basic principle and the advantages of the invention have been shown and described above. It should be understood by those skilled in the art that the present invention is not limited to the above embodiments, and the above embodiments and descriptions are only illustrative of the principles of the present invention, and that the present invention can be modified in various ways according to the actual situation without departing from the spirit and scope of the present invention, and these modifications and improvements are all within the scope of the present invention as claimed. The scope of the invention is defined by the appended claims and equivalents thereof.

Claims

1. A hybrid vehicle drive system, characterized by comprising an engine (7) for outputting power to a driving wheel (12) of a hybrid vehicle, and a motor for outputting driving force to the driving wheel (12) of the hybrid vehicle (2) A power battery (1) for supplying power to the motor (2), the engine (7) and the motor (2) realize power synthesis through a power coupler (4), and the power coupling The transmission (4) distributes the combined power to the dual clutch (8), which controls the engagement or disengagement of the power, and transmits the power to the transmission (9), and the final drive (10) is respectively connected to the differential The transmission (11) and the transmission (9) are realized, and the transmission of the driving wheel (12) is realized.

2. A hybrid vehicle drive system according to claim 1, characterized in that, the power coupler (4) comprises a planetary carrier (405), and a driving bevel gear arranged on the planetary carrier (405) (402), driven bevel gear (403), symmetrically arranged transmission gear A (406) and transmission gear C (407), symmetrically arranged transmission gear B (408) and transmission gear D (409); the transmission gear A (406) is connected to the motor output shaft (401), the motor output shaft (401) is provided with a first brake (3), the transmission gear C (407) is connected to the engine output shaft (404), the The engine output shaft (404) is provided with a second brake (5) and a single clutch (6).

3. A hybrid vehicle drive system according to claim 2, characterized in that, the transmission (9) comprises each gear transmission gear, a synchronizer, a first input shaft (901), a second input shaft ( 902), a first output shaft (913), a second output shaft (915) and a power output shaft (914).

4. A hybrid vehicle drive system according to claim 3, characterized in that the dual clutch (8) comprises a clutch _C1 (801) and a clutch _C2 (802), the clutch _C1 (801) ) connects the power coupler (4) and the first input shaft (901), and realizes the power engagement or disconnection of the two, and the clutch C ₂ (802) connects the power coupler (4) and the second input shaft (902), and enables the two to be dynamically engaged or disengaged.

5. A hybrid vehicle drive system according to claim 4, wherein the transmission (9) is a seven-speed dual-clutch gearbox structure, and the transmission gears for each gear include a first-speed driving gear (919). ) and first-speed driven gear (910), second/reverse driving gear (903) and second-speed driven gear (926), reverse gear (904), third-speed driving gear (922) and third-speed driven gear (921), 4th/6th driving gear (907) and 4th driven gear (906), 6th driven gear (924), 5th driving gear (923) and 5th driven gear (908), 7th The driving gear (911) and the driven gear (918) for the seventh speed.

6. A hybrid vehicle drive system according to claim 5, characterized in that, the second input shaft (902) is idly sleeved on the first input shaft (901), and the first input shaft (901) ) are arranged with various odd-numbered driving gears, including the first-speed driving gear (919), the third-speed driving gear (922), the fifth-speed driving gear (923), and the seventh-speed driving gear (911); the second input On the shaft (902) are each even-numbered drive gears, including the second/reverse drive gear (903) and the fourth/sixth drive gear (907).

7. The hybrid vehicle drive system according to claim 6, wherein the driven gear and the reverse gear of each gear are idly sleeved on the first output shaft (913) and the second output shaft (915) ), the power is transmitted to the corresponding output shaft through the synchronizer: the first output shaft (913) is provided with the first-speed driven gear (910), the reverse gear (904), the fourth-speed driven gear ( 906), fifth-speed driven gear (908), the second-speed driven gear (926), third-speed driven gear (921), sixth-speed driven gear ( 924) and a seventh driven gear (918), the synchronizers include a first/fifth synchronizer (909), a second/sixth synchronizer (925) and a third/seventh synchronizer (920) and a fourth/reverse Gear synchronizers (905), each of which is fixedly connected with the corresponding output shaft through splines, and an output gear (916) is fixedly installed on the power output shaft (914).