CN214240421U - Power system of vehicle and vehicle - Google Patents
Power system of vehicle and vehicle Download PDFInfo
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- CN214240421U CN214240421U CN202022217111.1U CN202022217111U CN214240421U CN 214240421 U CN214240421 U CN 214240421U CN 202022217111 U CN202022217111 U CN 202022217111U CN 214240421 U CN214240421 U CN 214240421U
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Abstract
The utility model provides a driving system and vehicle of vehicle, the driving system of vehicle includes: a differential mechanism; a first planetary gear mechanism having a first drive end, a second drive end, and a third drive end; a second planetary gear mechanism having a fourth drive end, a fifth drive end, and a sixth drive end; the engine is in transmission connection with the first transmission end, the second transmission end is in transmission connection with the first motor, and the third transmission end is in transmission connection with the fourth transmission end and the differential mechanism; and the second motor is in transmission connection with the sixth transmission end. From this, through first planetary gear mechanism, second planetary gear mechanism, engine, first motor and the cooperation of second motor, compare with prior art, this driving system can realize the vehicle different drive function demands under different driving conditions, can reduce whole car energy consumption, emission, also can promote to drive and experience.
Description
Technical Field
The utility model relates to a vehicle technical field, in particular to driving system and vehicle of vehicle.
Background
In the related art, the power system of the existing vehicle is large in size and large in axial size, and occupies a large arrangement space in the width direction of the whole vehicle. In addition, under different driving conditions, the conventional power system cannot meet the driving function requirements under different driving conditions, so that the energy consumption and emission of the whole vehicle are increased, and the driving experience is influenced.
SUMMERY OF THE UTILITY MODEL
In view of this, the utility model aims at providing a driving system of vehicle can solve current driving system and can not satisfy the problem of different driving condition drive function demands, also can solve whole car energy consumption, the problem that discharges height, can also solve the vehicle and drive the problem of experiencing the difference.
In order to achieve the above purpose, the technical scheme of the utility model is realized like this:
a powertrain system for a vehicle, comprising: a differential mechanism; a first planetary gear mechanism having a first drive end, a second drive end, and a third drive end; a second planetary gear mechanism having a fourth drive end, a fifth drive end, and a sixth drive end; the engine is in transmission connection with the first transmission end, the second transmission end is in transmission connection with the first motor, the third transmission end is in transmission connection with the fourth transmission end and the differential, the first transmission end is meshed with a transition gear, the transition gear is in transmission connection with the fifth transmission end selectively, and the fifth transmission end is locked selectively; and the second motor is in transmission connection with the sixth transmission end.
In some examples of the present invention, the first planetary gear mechanism includes: the planetary gear set comprises a first gear ring, a first planetary gear, a first sun gear and a first planet carrier, wherein the first planetary gear is meshed between the first gear ring and the first sun gear, and the first planet carrier is connected with the first planetary gear, wherein the first gear ring is constructed into a first transmission end, the first sun gear is constructed into a second transmission end, and the first planet carrier is constructed into a third transmission end; the first sun gear is connected with a first shaft, the first shaft is provided with a first gear, and a first output shaft of the first motor is provided with a second gear meshed with the first gear.
In some examples of the invention, the first shaft and the first output shaft are parallel and staggered.
In some examples of the present invention, the first planet carrier is provided with a hollow shaft, the first planet carrier and the hollow shaft are both sleeved on the first shaft, and the hollow shaft is arranged coaxially with the first shaft; the hollow shaft is provided with a third gear, and the third gear, the fourth transmission end and the differential mechanism are in meshing transmission.
In some examples of the invention, the engine has a second output shaft connected to the first ring gear.
In some examples of the present invention, the second planetary gear mechanism includes: second ring gear, second planet wheel, second sun gear and second planet carrier, the second planet wheel meshing is in the second ring gear with between the second sun gear, the second planet carrier with the second planet wheel is connected, wherein, the second ring gear structure is the fourth transmission end, the second sun gear structure is the sixth transmission end, the second planet carrier structure is the fifth transmission end.
In some examples of the present invention, the power system of the vehicle further comprises: the second planet carrier is provided with a second shaft, and the first split component is connected between the second shaft and the transition gear and selectively joints the second shaft and the transition gear; the locking mechanism selectively locks the second shaft; the second motor is provided with a third output shaft, and the third output shaft is connected with the second sun gear; the second shaft is coaxial with the third output shaft.
In some examples of the present invention, the power system of the vehicle further comprises: and a third shaft, wherein a fourth gear and a fifth gear are respectively arranged at two ends of the third shaft, one of the fourth gear and the fifth gear is meshed with the third gear, and the other of the fourth gear and the fifth gear is meshed with the input gear of the differential.
Compared with the prior art, the driving system of the vehicle has the following advantages:
according to the utility model discloses a driving system of vehicle, through first planetary gear mechanism, second planetary gear mechanism, engine, first motor and the cooperation of second motor, compare with prior art, this driving system can realize the vehicle at the different drive function demands under the operating mode of driving, can reduce whole car energy consumption, discharge, also can promote to drive and experience.
Another object of the present invention is to provide a control method for a power system.
In order to achieve the above purpose, the technical scheme of the utility model is realized like this:
a control method of a powertrain of the above-described vehicle, comprising: receiving a mode switching instruction; and controlling the opening and closing of the first switching component and the locking mechanism according to the mode switching instruction so as to switch the vehicle to a corresponding working mode.
The control method of the power system has the same advantages as the power system of the vehicle compared with the prior art, and is not described again.
Another object of the present invention is to provide a vehicle.
In order to achieve the above purpose, the technical scheme of the utility model is realized like this:
a vehicle comprises the power system of the vehicle.
The vehicle and the power system of the vehicle have the same advantages compared with the prior art, and are not described in detail herein.
Drawings
The accompanying drawings, which form a part hereof, are included to provide a further understanding of the invention, and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the invention without undue limitation. In the drawings:
FIG. 1 is a schematic diagram of a power system according to an embodiment of the present invention;
fig. 2 is a schematic diagram of a plurality of operating regions of the power system according to the embodiment of the present invention;
fig. 3 is a schematic diagram of the working interval of the first stepless speed regulation hybrid driving mode and the first engine direct driving mode of the power system according to the embodiment of the present invention;
fig. 4 is a schematic diagram of a second stepless speed regulation hybrid driving mode and a second engine direct driving mode of the power system according to the embodiment of the present invention.
Description of reference numerals:
a power system 1;
a differential 2; an input gear 21;
a first planetary gear mechanism 3; the first ring gear 31; a first planet 32; a first sun gear 33; a first carrier 34; a first shaft 35; a first gear 36; a hollow shaft 37; a third gear 38;
a second planetary gear mechanism 4; the second ring gear 41; the second planetary gear 42; a second sun gear 43; a second carrier 44; a second shaft 45;
an engine 5; a second output shaft 51; a transition gear 52;
a first motor 6; a first output shaft 61; a second gear 62;
a second motor 7; a third output shaft 71;
a first combining component 8; a lock mechanism 9;
a third shaft 10; a fourth gear 101; a fifth gear 102.
Detailed Description
It should be noted that, in the present invention, the embodiments and features of the embodiments may be combined with each other without conflict.
The present invention will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.
As shown in fig. 1 to 4, according to a power system 1 of a vehicle according to an embodiment of the present invention, the power system 1 is provided in the vehicle. The power system 1 includes: the differential 2, the first planetary gear mechanism 3, the second planetary gear mechanism 4, the engine 5, the first motor 6 and the second motor 7. The first planetary gear mechanism 3 has a first transmission end, a second transmission end and a third transmission end, and the second planetary gear mechanism 4 has a fourth transmission end, a fifth transmission end and a sixth transmission end. The engine 5 is in transmission connection with the first transmission end, the second transmission end is in transmission connection with the first motor 6, the third transmission end is in transmission connection with the fourth transmission end and the differential mechanism 2, the first transmission end is meshed with the transition gear 52, the transition gear 52 is selectively in transmission connection with the fifth transmission end, the fifth transmission end is selectively locked, and the second motor 7 is in transmission connection with the sixth transmission end. It should be noted that when the transition gear 52 is in transmission connection with the fifth transmission end and the fifth transmission end is locked, the transition gear 52 is locked, so that the first transmission end engaged with the transition gear 52 is also locked, and when the transition gear 52 is in transmission connection with the fifth transmission end and the fifth transmission end is unlocked, the transition gear 52 is unlocked, so that the first transmission end engaged with the transition gear 52 is not locked.
During the running process of the vehicle, the transition gear 52 is selectively in transmission connection with the fifth transmission end, and the fifth transmission end is selectively locked, so that the power system 1 can have six working modes, wherein the six working modes can comprise a first pure electric driving mode (EV1 mode), a second pure electric driving mode (EV2 mode), a first stepless speed regulation hybrid driving mode (eCTT 1 mode), a first engine direct driving mode (FG1 mode), a second stepless speed regulation hybrid driving mode (eCTT 2 mode) and a second engine direct driving mode (FG2 mode). The engine 5, the first electric machine 6 and the second electric machine 7 operate differently in different operating modes. The different driving conditions of vehicle can be matchd to multiple mode, and the vehicle is under the different operating mode that traveles, sets up like this and can realize the vehicle different driving function demands under the different driving conditions, can save the fuel to can reduce whole car energy consumption, emission, and, the different driving conditions through multiple mode matching vehicle can guarantee the dynamic behavior of vehicle, can promote the driving experience of vehicle.
It should be noted that, when the first electric machine 6 is in an operating state, the first electric machine 6 can generate power, and the power is transmitted to the differential 2 after passing through the first planetary gear mechanism 3, and is output to the wheels by the half shafts of the differential 2. When the second motor 7 is in the working state, the second motor 7 can output power, the power can be transmitted to the first planetary gear mechanism 3 along the second planetary gear mechanism 4, and then the power of the second motor 7 is transmitted to the differential 2 through the first planetary gear mechanism 3. When the engine 5 is in an operating state, when the transition gear 52 is connected to the fifth transmission end and the fifth transmission end is unlocked, the engine 5 can output power, the output power of the engine 5 is divided into three parts, a first part of the power is transmitted to the second planetary gear mechanism 4 through the first planetary gear mechanism 3, a second part of the power is transmitted to the first motor 6 through the first planetary gear mechanism 3 and the second planetary gear mechanism 4, and a third part of the power is transmitted to the differential 2 through the first planetary gear mechanism 3. Through one or two or more than two of engine 5, first motor 6 and second motor 7 independent assortment, driving system 1 can be under the operating mode of difference the power of different power of export outward, and driving system 1's power transmission efficiency is higher, and driving system 1 of this application can realize that the vehicle is high-efficient economize on fuel under the urban operating mode, also can realize that the vehicle is high-efficient directly driving of engine 5 under high-speed operating mode, and then can reduce the energy consumption of vehicle.
The six operating modes of the powertrain 1 are described below.
First electric-only drive mode (EV1 mode): in the power system 1, in the first pure electric driving mode, the transition gear 52 is not in transmission connection with the fifth transmission end and the fifth transmission end is locked, the second motor 7 is in an operating state, the engine 5 and the first motor 6 are in an inactive state, at this time, the second motor 7 can output power to the second planetary gear mechanism 4 through the sixth transmission end of the second planetary gear mechanism 4, the power is transmitted to the third transmission end of the first planetary gear mechanism 3 through the fourth transmission end, the power can be transmitted to the shell of the differential mechanism 2 through the third transmission end, the final power is transmitted to the wheels, the vehicle is driven to run, part of the power transmitted to the first planetary gear mechanism 3 can be transmitted to the third transmission end through the fourth transmission end, one part of the power transmitted to the first planetary gear mechanism 3 is transmitted to the first motor 6 through the second transmission end, the first motor 6 is in a follow-up state, and the other part of the power transmitted to the first planetary gear mechanism 3 is transmitted to the engine 5 through the first transmission end, since the engine 5 itself has a large damping torque, the engine 5 is kept in a stopped stationary state. When the vehicle is in the EV1 mode state, the second motor 7 is purely electrically driven, and the hybrid electric vehicle is suitable for medium and low load working conditions of the vehicle.
Second electric-only drive mode (EV2 mode): the engine 5 is in a non-operating state, the transition gear 52 is in transmission connection with the fifth transmission end and the fifth transmission end is locked, and the first electric machine 6 and/or the second electric machine 7 are purely driven, and it can also be understood that the first electric machine 6 and/or the second electric machine 7 are in an operating state, for example: the first motor 6 and the second motor 7 are both in a working state, in the working mode, power generated by the second motor 7 can be transmitted to the sixth driving end, the fifth driving end is in a locking state, power of the sixth driving end can be transmitted to the differential mechanism 2 through the fourth driving end and the third driving end in sequence, power generated by the first motor 6 can be transmitted to the differential mechanism 2 through the second driving end and the third driving end in sequence, and therefore the first motor 6 and/or the second motor 7 can drive the vehicle to run, the second pure electric driving mode can adapt to a light-load or heavy-load running working condition of the vehicle in a pure electric driving mode, and heat loss of the vehicle in a parking slope or a low-speed climbing working condition can be effectively reduced by the power system 1 in the second pure electric driving mode.
First infinitely variable speed series-parallel hybrid drive mode (eCVT1 mode): the transition gear 52 is not in transmission connection with the fifth transmission end and the fifth transmission end is locked, the speed-regulating power of the first motor 6 is divided, and the engine 5 and the second motor 7 are driven together. Compared with the first pure electric drive mode, the power system 1 can be smoothly changed from the first pure electric drive mode to the first stepless speed regulation hybrid drive mode. The first electric machine 6 can adjust the speed and divide the power, the power generated by the engine 5 is transmitted to the first planetary gear mechanism 3 through the first transmission end, then a part of the power is transmitted to the differential mechanism 2 through the third transmission end, and the other part of the power is transmitted to the first electric machine 6 through the second transmission end and is converted into electric energy to be stored in the power battery. The eCVT1 mode can enable the engine 5 to always maintain the best working efficiency and reduce the energy consumption of the vehicle, and the first stepless speed regulation hybrid driving mode is mainly applied to a middle and high load region with low use frequency above a gear line.
The first engine direct-drive mode (FG1 mode) is based on the first stepless speed regulation hybrid drive mode, and the first engine direct-drive mode is to regulate the speed of the first motor 6 to zero and lock the first motor 6, so that the first motor 6 does not shunt the power of the engine 5, at this time, the power generated by the engine 5 can be completely transmitted to the differential 2 through the third transmission end of the first planetary gear mechanism 3 and output to the wheels, and at this time, the power transmission efficiency of the engine 5 is the highest, so the first engine direct-drive mode is more suitable for coping with the driving conditions of the medium-low speed and medium-high continuous steady-state load of the vehicle.
Second continuously variable speed series-parallel hybrid drive mode (eCVT2 mode): the transition gear 52 is drivingly connected to the fifth drive end and the fifth drive end is unlocked. The first motor 6 or the second motor 7 can be independently used as a speed-regulating power split motor, but the first motor 6 and the second motor 7 can not simultaneously operate in a speed-regulating power split mode, otherwise a lever balance mechanism formed by combining two planetary gear mechanisms together is broken. The engine 5 is driven together with the first electric machine 6. When the power system 1 is in the second stepless speed regulation hybrid driving mode, one of the first motor 6 or the second motor 7 can be used as a speed regulation power splitting motor, the engine 5, the first motor 6 and the second motor 7 work simultaneously through the first planetary gear mechanism 3 and the second planetary gear mechanism 4 to realize compound power splitting stepless speed regulation hybrid, power is finally input to the differential mechanism 2 through the first planetary gear mechanism 3, and the final power can drive the vehicle to run. The second stepless speed regulation hybrid driving mode is suitable for the power requirement of the vehicle from low load to medium load from low speed to high speed.
Second engine direct drive mode (FG2 mode): the transition gear 52 is drivingly connected to the fifth drive end and the fifth drive end is unlocked. The second engine direct-drive mode is that on the basis of the second stepless speed regulation hybrid drive mode, the first motor 6 or the second motor 7 is regulated to zero speed, so that the second stepless speed regulation hybrid drive mode can have two mechanical control points, when the engine 5 works at the two mechanical control points, the power output by the engine 5 can be transmitted to the differential mechanism 2 through the first planetary gear mechanism 3 and output to wheels through the differential mechanism 2, and the engine 5 can independently and directly drive or carry out parallel hybrid drive on the non-speed regulation shunt motor at the two mechanical control points. The second engine direct drive mode is more suitable for the continuous steady-state driving working condition of the vehicle from a medium speed to a high speed.
From this, through the cooperation of first planetary gear mechanism 3, second planetary gear mechanism 4, engine 5, first motor 6 and second motor 7, compare with prior art, this driving system 1 can realize the vehicle and drive different drive function demands under the operating mode in the difference, can reduce whole car energy consumption, discharge, also can promote and drive experience.
In some embodiments of the present invention, as shown in fig. 1, the first planetary gear mechanism 3 may include: a first ring gear 31, a first planet gear 32, a first sun gear 33 and a first planet carrier 34, the first planet gear 32 being engageable between the first ring gear 31 and the first sun gear 33, the first planet carrier 34 being connectable to the first planet gear 32, wherein the first ring gear 31 can be designed as a first drive input, the first sun gear 33 as a second drive input and the first planet carrier 34 as a third drive input. The first ring gear 31 may have an outer mesh portion and an inner mesh portion, where the inner mesh portion of the first ring gear 31 may cause the first ring gear 31 to rotate in accordance with the rotation of the first planetary gear 32, the first ring gear 31 may rotate in accordance with the rotation of the engine 5, and the outer mesh portion of the first ring gear 31 may cause the first ring gear 31 to rotate in accordance with the rotation of the transition gear 52, so that the first ring gear 31 may transmit power between the first planetary gear mechanism 3, the engine 5, and the second planetary gear mechanism 4. The first carrier 34 may be connected to the first planetary gear 32, and by providing the first carrier 34, power may be transmitted between the first planetary gear mechanism 3 and the second planetary gear mechanism 4 through the first carrier 34. The first sun gear 33 may be configured as a second transmission end, and the first sun gear 33 may transmit power between the first electric motor 6 and the first planetary gear mechanism 3.
In some embodiments of the present invention, as shown in fig. 1, the first sun gear 33 may be connected with the first shaft 35, the first shaft 35 may be provided with the first gear 36, and the first output shaft 61 of the first motor 6 may be provided with the second gear 62 engaged with the first gear 36. The first gear 36 and the second gear 62 are engaged with each other, so that the power generated by the first motor 6 can be transmitted to the first planetary gear mechanism 3, and the power of the first planetary gear mechanism 3 can also be transmitted to the first output shaft 61. The first gear 36 has more teeth than the second gear 62, and the power transmitted from the first electric machine 6 to the first planetary gear mechanism 3 can reduce the speed and increase the torque, so that the first electric machine 6 can assist the vehicle to run, and the heat loss of the vehicle under the working conditions of slope parking or low vehicle speed climbing can be effectively reduced.
In some embodiments of the present invention, as shown in fig. 1, the first shaft 35 and the first output shaft 61 may be arranged in parallel and staggered. Wherein, the first shaft 35 is arranged in parallel with the first output shaft 61, and the first shaft 35 and the first output shaft 61 are not coaxially arranged, the first shaft 35 and the first output shaft 61 are arranged in a staggered manner, and simultaneously, in the up-down direction in fig. 1, the projection of the first shaft 35 and the projection of the first output shaft 61 have an overlapping region, so that the axial size of the power system 1 can be reduced, the axial direction of the power system 1 is the left-right direction in fig. 1, thereby the volume of the power system 1 can be reduced, compared with the prior art, the power system 1 can be more compact, and the power system 1 can be more easily arranged on a vehicle.
In some embodiments of the present invention, as shown in fig. 1, the first planet carrier 34 may be provided with a hollow shaft 37, both the first planet carrier 34 and the hollow shaft 37 may be sleeved on the first shaft 35, the hollow shaft 37 is coaxially arranged with the first shaft 35, the hollow shaft 37 may be provided with a third gear 38, and the third gear 38 and the fourth transmission end, and the differential 2 may be in mesh transmission. The arrangement ensures that the first planet carrier 34, the first planet wheel 32, the hollow shaft 37 and the first shaft 35 are coaxial, so that when power is transmitted on the first planetary gear mechanism 3, the coaxial first planet carrier 34, the first planet wheel 32, the hollow shaft 37 and the first shaft 35 can reduce the abrasion of the first planetary gear mechanism 3, and further the service life of the power system 1 can be prolonged. By providing the third gear 38 on the hollow shaft 37, the third gear 38 and the fourth transmission end can be in mesh transmission, so that the third gear 38 can transmit power between the first planetary gear mechanism 3 and the second planetary gear mechanism 4. The third gear 38 can transmit power between the first planetary gear mechanism 3 and the differential 2, so that power generated by the first motor 6, the second motor 7, and the engine 5 can be output to the differential 2.
In some embodiments of the present invention, as shown in fig. 1, the engine 5 has a second output shaft 51, and the second output shaft 51 is connected to the first ring gear 31. The second output shaft 51 may be coaxially connected with the first ring gear 31, and the second output shaft 51 may be directly connected with the first ring gear 31, and the second output shaft 51 is coaxially arranged with the first shaft 35, that is, the first shaft 35 and the second output shaft 51 are on one axis, so that the abrasion of the first planetary gear mechanism 3 may be reduced, and when the engine 5 is in an operating state, the coaxial connection of the second output shaft 51 with the first ring gear 31 may also reduce the vibration and noise of the second output shaft 51, so that the operating stability of the power system 1 may be improved. The power generated by the engine 5 can be directly output to the first planetary gear mechanism 3 by providing the second output shaft 51, and the power of the engine 5 can be output to the differential 2 sequentially through the first ring gear 31, the first planetary gear 32, and the third gear 38.
In some embodiments of the present invention, as shown in fig. 1, the second planetary gear mechanism 4 may include: a second ring gear 41, a second planet gear 42, a second sun gear 43 and a second planet carrier 44, the second planet gear 42 being engageable between the second ring gear 41 and the second sun gear 43, the second planet carrier 44 being connectable to the second planet gear 42, wherein the second ring gear 41 is configured as a fourth transmission end, the second sun gear 43 is configured as a sixth transmission end and the second planet carrier 44 is configured as a fifth transmission end. It should be noted that the second ring gear 41 may be configured to have an external meshing portion and an internal meshing portion, wherein the internal meshing portion of the second ring gear 41 may cause the second ring gear 41 to rotate along with the rotation of the second planetary gears 42, and the external meshing portion of the second ring gear 41 may be in meshing connection with the third gear 38, so that power may be transmitted between the first planetary gear mechanism 3 and the second planetary gear mechanism 4. The second planet carrier 44 can be connected with the second planet wheel 42, and by arranging the second planet carrier 44, the power transmitted to the second planet wheel 42 can be transmitted to the second planet carrier 44, so that the second planet wheel 42 can be prevented from being worn by the excessive power, and the service life of the power system 1 can be prolonged. The second sun gear 43 may be configured as a sixth transmission end, and the second sun gear 43 may transmit power between the second motor 7 and the second planetary gear mechanism 4.
In some embodiments of the present invention, as shown in fig. 1, the power system 1 may further include: the first split component 8 and the locking mechanism 9, and the first split component 8 and the locking mechanism 9 can be controlled by the controller to work. The second carrier 44 may be provided with a second shaft 45, the first split assembly 8 is connected between the second shaft 45 and the transition gear 52 and selectively engages the second shaft 45 and the transition gear 52, and the locking mechanism 9 selectively locks the second shaft 45. The first clutch assembly 8 may be configured as a clutch, the locking mechanism 9 may be configured as a brake, the locking mechanism 9 is fixedly disposed, the first clutch assembly 8 is opened, and when the second shaft 45 is not locked by the locking mechanism 9, all the power generated by the engine 5 may be transmitted to the first planetary gear mechanism 3. When the first split component 8 is turned off and the second shaft 45 is not locked by the locking mechanism 9, a part of the power generated by the engine 5 can be transmitted to the first planetary gear mechanism 3, and another part of the power can be transmitted to the second planetary gear mechanism 4 through the second shaft 45. When the first split-combination unit 8 is opened and the locking mechanism 9 locks the second shaft 45, the power generated by the engine 5 is completely transmitted to the first planetary gear mechanism 3, and the second planetary gears 42 and the second sun gear 43 are stationary, so that the transmission ratio between the second sun gear 43 and the second ring gear 41 is a fixed transmission ratio. When the first split-combination component 8 is closed and the locking mechanism 9 locks the second shaft 45, the transition gear 52 is locked, and the engine 5 in transmission connection with the transition gear 52 is in a stop state. Therefore, by arranging the first split component 8 and the locking mechanism 9, the first split component 8 is selectively connected with the second shaft 45 and the transition gear 52, the locking mechanism 9 selectively locks the second shaft 45, the output path of the power generated by the engine 5 can be changed, and the power system 1 can have six working modes, so that the output efficiency of the power system 1 can be changed, the efficient oil saving of the vehicle under the urban working condition can be realized, the efficient direct driving of the engine 5 under the high-speed working condition of the vehicle can be realized, and the energy consumption of the vehicle can be reduced.
In some embodiments of the present invention, as shown in fig. 1, the second motor 7 may be provided with a third output shaft 71, the third output shaft 71 is connected to the second sun gear 43, the second shaft 45 and the third output shaft 71 may be coaxially arranged, as shown in fig. 1, in the left and right direction in fig. 1, the third output shaft 71 and the second shaft 45 are on one axis, so that the second planet gear 42, the second shaft 45 and the third output shaft 71 are coaxial, so that the second planet gear 42, the second shaft 45 and the third output shaft 71 which are coaxial when power is transmitted on the second planet gear mechanism 4 can reduce the wear of the second planet gear mechanism 4, and further can improve the service life of the power system 1. The axial size of the power system 1 can be reduced by directly connecting the third output shaft 71 with the second sun gear 43, and the axial size of the power system 1 refers to the left-right direction in fig. 1, so that the power system 1 can be more compact, and the power system 1 can be conveniently arranged on a vehicle. The direct connection of the third output shaft 71 and the second sun gear 43 can reduce the power transmission loss between the second motor 7 and the second planetary gear mechanism 4, thereby improving the power transmission efficiency of the power system 1 and also making the vehicle more energy-saving.
In some embodiments of the present invention, as shown in fig. 1, the power system 1 may further include: the third shaft 10, both ends of the third shaft 10 may be provided with a fourth gear 101 and a fifth gear 102, respectively, one of the fourth gear 101 and the fifth gear 102 is meshed with the third gear 38, and the other of the fourth gear 101 and the fifth gear 102 is meshed with the input gear 21 of the differential 2. Preferably, the fourth gear 101 may be meshed with the third gear 38, the fifth gear 102 may be meshed with the input gear 21 of the differential 2, and the number of teeth of the fourth gear 101 may be set larger than that of the fifth gear 102, so that the speed reduction and torque increase at a fixed gear ratio during the output of the power from the first planetary gear mechanism 3 to the differential 2 are performed, and thus the driving force of the vehicle is higher and the vehicle can have good dynamic property.
Specifically, as shown in fig. 1 to 4, different operation modes of the power system 1 will be described by taking the power system 1 of the embodiment of the present invention as an example.
According to the utility model discloses driving system 1 of vehicle, can adopt the formula to explain driving system 1's the ability of output power. Wherein, the meaning represented by each parameter in the formula is as follows: k is a radical of1A reduction ratio of the first sun gear 33 to the first ring gear 31 is indicated. k is a radical of2A reduction ratio of the second sun gear 43 to the second ring gear 41 is indicated. k is a radical ofp1Indicating the reduction ratio of the transition gear 52 to the first ring gear 31. k is a radical ofp2A reduction ratio of the third gear 38 to the second ring gear 41 is shown. k is a radical ofM1Representing the reduction ratio of the second gear 62 to the first gear 36. k is a radical offWhich represents the final output reduction ratio at which the second ring gear 41 and the input gear 21 are finally output to the differential 2.
As shown in fig. 1 and 2, when the vehicle is running in the first electric only drive mode (EV1 mode): the locking mechanism 9 is closed, the first split component 8 is opened, the engine 5 keeps a stop and static state due to self-damping torque, at the moment, the power system 1 is independently powered by the second motor 7, the first motor 6 does not provide power, but is in a follow-up state, and the first output shaft 61 of the first motor 6 and the third output shaft 61 of the second motor 7 are connected with the second motor 7The direction of rotation of the output shaft 71 is reversed. The torque output from the first electric machine 6 to the differential 2 is 0, and the torque output from the second electric machine 7 to the differential 2 can be expressed as: t isEV1-Out＝k2kfTS2-MG2. According to the formula, the second motor 7 works in a forward rotating speed area in the forward direction of the vehicle, positive torque is provided to drive the vehicle to run forwards, and the first motor 6 rotates along with the vehicle. When the vehicle needs to be braked, the second motor 7 outputs negative torque in the positive rotating speed region to realize braking in the forward direction of the vehicle. In the process of reversing the vehicle in the reverse direction, the second motor 7 can work in a reverse rotating speed area, the second motor 7 can provide negative torque to enable the vehicle to reverse, when the vehicle backs up, the second motor 7 can provide positive torque to achieve vehicle reversing braking, and the first motor 6 is always in a rotation following state.
As shown in fig. 1 and 2, when the vehicle is running in the second electric-only drive mode: the locking mechanism 9 and the first split component 8 are closed simultaneously, the engine 5 can be stopped and stationary, the first motor 6 and/or the second motor 7 can provide power for the vehicle, and the rotation directions of the first output shaft 61 of the first motor 6 and the third output shaft 71 of the second motor 7 are opposite. At this time, the torques output by the first motor 6 and the second motor 7 to the outside of the power system 1 can be expressed as: t isEV2-out＝-(k1+1)kM1kfTS1-MG1+k2kfTS2-MG2Wherein the first clutch assembly 8 is closed, the locking mechanism 9 locks the second shaft 45, and the engine 5 is in a static state. The torques of the first electric machine 6 and/or the second electric machine 7 can be output to the transmission 2 through the first planetary gear mechanism 3 by respective independent fixed gear ratios. Because the first motor 6 and the second motor 7 can provide power for the vehicle at the same time, the first motor 6 and the second motor 7 can reduce the volume and the weight of the power system 1, thereby reducing the production cost of the power system 1. And the first motor 6 and the second motor 7 can realize high-efficiency oil saving of the vehicle under urban working conditions under the condition that the vehicle is driven by the first motor and the second motor together, and can also realize high-efficiency direct driving of the engine 5 under high-speed working conditions of the vehicle, so that the use cost of the vehicle can be reduced. According to the formula, the first motor 6 can work in the reverse rotation speed region in the forward direction of the vehicleThe output negative torque provides part of the torque required by the vehicle to run, and the second electric machine 7 can work in a positive rotating speed region to output positive torque to provide part or all of the torque required by the vehicle to run. It should be noted that the reverse rotation speed region and the forward rotation speed region mean that the rotation directions of the first output shaft 61 of the first motor 6 and the third output shaft 71 of the second motor 7 are opposite. When the vehicle needs deceleration braking, the first electric machine 6 can work in a reverse rotating speed region to output positive torque so as to output required braking torque for the vehicle, and the second electric machine 7 can work in a positive rotating speed region to output negative torque so as to provide partial or all required braking torque for deceleration braking for the vehicle. When the vehicle is in reverse, the first motor 6 can work in a positive rotating speed area to output positive torque so as to provide torque required by reverse for the vehicle, and the second motor 7 can work in a reverse rotating speed area to output negative torque so as to provide torque required by reverse for the vehicle. When the vehicle needs to be braked in the process of backing up, the first motor 6 can work in a positive rotating speed area to output negative torque so as to provide partial braking torque required by backing up braking for the vehicle, and the second motor 7 can work in a reverse rotating speed area to output positive torque so as to provide partial or all braking torque required by backing up braking for the vehicle.
As shown in fig. 1 and 3, when the vehicle is running in the first continuously variable speed series-parallel hybrid drive mode (eCVT1 mode): the locking mechanism 9 is closed, the first split component 8 is opened, the engine 5 provides power input, the first motor 6 can change power split through speed regulation, the engine 5 always keeps the highest efficiency work, after the first motor 6 splits the input power of the engine 5, a part of power of the engine 5 can be converted into electric energy for charging a power battery, the other part of power can be transmitted to the second planetary gear mechanism 4 for outputting power outwards, the second motor 7 can provide extra driving torque for the second planetary gear mechanism 4 according to a fixed speed ratio, therefore, the battery electric quantity of the vehicle can be balanced, and extra power can be provided for the vehicle. The torque output to the vehicle can be expressed as:
in the first stepless speed-regulating series-parallel hybridIn the dynamic driving mode, the power output of the engine 5 is transmitted through two paths, part of the power is output to the differential 2 through the first planetary gear mechanism 3, the power is output to the wheels through the differential 2, and the mechanical power of the part of the power can be expressed as:
the power of another part of the engine 5 can be converted into electric energy by power splitting of the first electric machine 6, and the power converted into electric energy by the first electric machine 6 can be expressed as:
from the above equation, the torque of the engine 5 passes through the gear ratio
Output from the third gear 38 while the torque of the second electric machine 7 is in accordance with the fixed gear ratio k2The amplified power is output to the third gear 38, and the power of the second motor 7 is mixed with the power output of the engine 5 and finally passes through the fixed speed ratio k of the speed reducing assembly (the third gear 38 and the input gear 21)fAnd (6) outputting. The power split torque of the engine 5 by the first motor 6 is negative, the speed is regulated in the positive rotation speed area, the power split power of the first motor 6 is negative, and the first motor 6 can convert part of the power of the engine 5 into electric energy to generate electricity.
As shown in fig. 1 and 3, the first engine direct drive mode (FG1 mode): in the first stepless speed regulation hybrid driving mode, when the first motor 6 is regulated to zero rotating speed omegaS1-MG1The power split effective power of the first electric machine 6 to the engine 5 is zero at 0, this operating point is called the first mechanical point of the first infinitely variable speed hybrid drive mode, and the torque generated by the engine 5 passes through the transmission ratio
The amplified power is output to a third gear, and the mechanical transmission efficiency of the power of the engine 5 is optimal in the state. And at this mechanical point, the power of the second electric machine 7 is directly connected to the power of the engine 5 at the third gear 38The output after linkage, the torque output of parallel linkage is equal to the above formula, and the hybrid mode of the first stepless speed regulation hybrid-linkage driving mode at the mechanical point is the first engine direct-drive mode (FG1 mode).
As shown in fig. 1 and 4, when the vehicle runs in the second continuously variable speed hybrid drive mode: the first split-combination assembly 8 is closed, the locking mechanism 9 is opened, the engine 5, the first motor 6 and the second motor 7 are simultaneously linked through the first planetary gear mechanism 3 and the second planetary gear mechanism 4 to realize the compound power split stepless speed regulation hybrid, and finally the compound power split stepless speed regulation hybrid is output to the differential mechanism 2 through the third gear 38, and the power can drive the vehicle to run after passing through the differential mechanism 2. It should be noted that, in the second stepless speed regulation hybrid driving mode, the first motor 6 or the second motor 7 can be used as the speed regulation power shunt motor alone, but the first motor 6 and the second motor 7 cannot operate in the second stepless speed regulation hybrid driving mode at the same time, otherwise, the lever balance mechanism formed by combining the two planetary gear mechanisms together will be broken. When the first motor 6 is used as a speed-regulating power-dividing motor, the second motor 7 can be used as a driving motor to drive the vehicle to run together with the engine 5. In the second stepless speed regulation hybrid drive mode, the first motor 6 can be used as a speed regulation power shunt motor, and the fixed transmission ratio of the mechanical transmission path of the engine 5 is defined as the first gear shifting speed ratio of the second stepless speed regulation hybrid drive mode, and can be obtained as follows:
and a first mechanical gear shifting point of the second stepless speed regulation hybrid drive mode is completely coincided with the mechanical gear shifting point of the first stepless speed regulation hybrid drive mode in a gain mode, and the gear shifting point is just the mechanical gear shifting working point for realizing mutual smooth switching of the first stepless speed regulation hybrid drive mode and the second stepless speed regulation hybrid drive mode. When the second motor 7 is used as a speed-regulating power shunt motor in a second stepless speed-regulating hybrid driving mode, the first motor 6 can be used as a driving motor to be jointly linked in parallel with the engine 5, and the output torque of the power system 1 at the moment is as follows:
under the second stepless speed regulation hybrid drive mode, the second motor 7 can be used as a speed regulation power shunt motor, the engine 5 can be used as main drive power, the second motor 7 can output negative power by negative steering, namely, power shunt power generation, and the first motor 6 assists the positive torque and simultaneously reduces the shunt torque of the second motor 7, thereby being beneficial to improving the efficiency of power shunt. The torque generated by the engine 5 is fixed in transmission ratio through two gears
And the output is suitable for the low-load to medium-load driving requirements from low speed to high speed. In the second stepless speed regulation hybrid driving mode, the second motor 7 can be used as a speed regulation power shunt motor, and the fixed transmission ratio of the power transmission path of the engine 5 is defined as a second gear shifting speed ratio point of the second stepless speed regulation hybrid driving mode, and is expressed by a formula:
when the second motor 7 is used as the power split motor in the second stepless speed regulation hybrid driving mode, the control mode will be used as the main high-efficiency driving control mode of the second stepless speed regulation hybrid driving mode.
As shown in fig. 1 and 4, the second engine direct drive mode (FG2 mode): the second stepless speed regulation hybrid driving mode can have two mechanical control points, namely gear switching points, by respectively setting the first motor 6 or the second motor 7 to regulate the speed to the zero speed. When the engine 5 operates at the two mechanical shift points as described above, the power output from the engine 5 will be all output to the differential 2 directly through the first planetary gear mechanism 3 and the second planetary gear mechanism 4. In the second stepless speed regulation hybrid driving mode, when the second motor 7 is used as a speed regulation shunt motor, the speed is regulated to zero rotating speed omegaS2-MG2When the speed is equal to 0, namely the second stepless speed regulation hybrid drive mode works at a second mechanical gear shifting point, the effective power of the second motor 7 for power splitting of the engine 5 is zero, and the torque generated by the engine 5 is output through the second gear; issue this stateThe mechanical transmission efficiency of motive power 5 is optimized. Second continuously variable speed series-parallel hybrid drive mode the hybrid mode at this mechanical point is the second engine direct drive mode (FG2 mode).
According to the utility model discloses a control method of driving system 1, driving system 1 is the driving system 1 of the vehicle of above-mentioned embodiment, and control method includes: and receiving a mode switching instruction, and controlling the opening and closing of the first split-combination component 8 and the locking mechanism 9 according to the mode switching instruction, so that the vehicle can be switched to a corresponding working mode. The controller controls the opening and closing of the first split component 8 and the locking mechanism 9, the first split component 8 is selectively connected with the second shaft 45 and the transition gear 52, the locking mechanism 9 selectively locks the second shaft 45, the output path of power generated by the engine 5 can be changed, and the power system 1 can have six working modes of the embodiment, so that the output efficiency of the power system 1 can be changed, the efficient oil saving of the vehicle under the urban working condition can be realized, the efficient direct driving of the engine 5 of the vehicle under the high-speed working condition can be realized, and the energy consumption of the vehicle can be reduced.
According to the utility model discloses the vehicle, including the driving system 1 of above-mentioned embodiment, driving system 1 sets up on the vehicle, through the cooperation of first planetary gear mechanism 3, second planetary gear mechanism 4, engine 5, first motor 6 and second motor 7, compares with prior art, and this driving system 1 can realize the vehicle and drive different driving function demands under the operating mode at the difference, can reduce whole car energy consumption, discharge, also can promote to drive and experience.
In addition, other configurations and functions of the vehicle according to the embodiment of the present application are known to those skilled in the art, and are not described herein in detail in order to reduce redundancy.
The above description is only a preferred embodiment of the present invention, and should not be taken as limiting the invention, and any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (9)
1. A powertrain system (1) of a vehicle, characterized by comprising:
a differential (2);
a first planetary gear mechanism (3), the first planetary gear mechanism (3) having a first transmission end, a second transmission end and a third transmission end;
a second planetary gear mechanism (4), the second planetary gear mechanism (4) having a fourth drive end, a fifth drive end and a sixth drive end;
the engine (5) is in transmission connection with the first transmission end, the second transmission end is in transmission connection with the first motor (6), the third transmission end is in transmission connection with the fourth transmission end and the differential (2), the first transmission end is meshed with a transition gear (52), the transition gear (52) is selectively in transmission connection with the fifth transmission end, and the fifth transmission end is selectively locked;
and the second motor (7), and the second motor (7) is in transmission connection with the sixth transmission end.
2. The powertrain system (1) of a vehicle according to claim 1, characterized in that the first planetary gear mechanism (3) includes: a first ring gear (31), a first planet gear (32), a first sun gear (33) and a first planet carrier (34), the first planet gear (32) being engaged between the first ring gear (31) and the first sun gear (33), the first planet carrier (34) being connected to the first planet gear (32), wherein,
the first ring gear (31) is configured as a first transmission end, the first sun gear (33) is configured as a second transmission end, and the first carrier (34) is configured as a third transmission end;
the first sun gear (33) is connected with a first shaft (35), the first shaft (35) is provided with a first gear (36), and a first output shaft (61) of the first motor (6) is provided with a second gear (62) meshed with the first gear (36).
3. The vehicle powertrain system (1) according to claim 2, characterized in that the first shaft (35) and the first output shaft (61) are arranged in parallel and staggered.
4. The vehicle powertrain system (1) according to claim 2, characterized in that the first carrier (34) is provided with a hollow shaft (37), the first carrier (34) and the hollow shaft (37) are both sleeved to the first shaft (35), the hollow shaft (37) is arranged coaxially with the first shaft (35);
the hollow shaft (37) is provided with a third gear (38), and the third gear (38), the fourth transmission end and the differential (2) are in meshing transmission.
5. The vehicular power system (1) according to claim 2, characterized in that the engine (5) has a second output shaft (51), and the second output shaft (51) is connected with the first ring gear (31).
6. The power system (1) of the vehicle according to claim 1, characterized in that the second planetary gear mechanism (4) includes: a second ring gear (41), a second planet wheel (42), a second sun wheel (43) and a second planet carrier (44), the second planet wheel (42) being engaged between the second ring gear (41) and the second sun wheel (43), the second planet carrier (44) being connected to the second planet wheel (42), wherein,
the second ring gear (41) is designed as a fourth transmission end, the second sun gear (43) as a sixth transmission end and the second planet carrier (44) as a fifth transmission end.
7. The power system (1) of a vehicle according to claim 6, characterized by further comprising: a first split component (8) and a locking mechanism (9), wherein the second planet carrier (44) is provided with a second shaft (45), the first split component (8) is connected between the second shaft (45) and the transition gear (52) and selectively joints the second shaft (45) and the transition gear (52);
the locking mechanism (9) selectively locks the second shaft (45);
the second motor (7) is provided with a third output shaft (71), and the third output shaft (71) is connected with the second sun gear (43);
the second shaft (45) is coaxial with the third output shaft (71).
8. The power system (1) of a vehicle according to claim 4, characterized by further comprising: a third shaft (10), wherein a fourth gear (101) and a fifth gear (102) are respectively arranged at two ends of the third shaft (10), one of the fourth gear (101) and the fifth gear (102) is meshed with the third gear (38), and the other of the fourth gear (101) and the fifth gear (102) is meshed with an input gear (21) of the differential (2).
9. A vehicle, characterized by comprising a power system (1) of a vehicle according to any one of claims 1-8.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022217111.1U CN214240421U (en) | 2020-09-30 | 2020-09-30 | Power system of vehicle and vehicle |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022217111.1U CN214240421U (en) | 2020-09-30 | 2020-09-30 | Power system of vehicle and vehicle |
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| CN214240421U true CN214240421U (en) | 2021-09-21 |
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| CN202022217111.1U Active CN214240421U (en) | 2020-09-30 | 2020-09-30 | Power system of vehicle and vehicle |
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| CN (1) | CN214240421U (en) |
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