CN214689009U - Dual-motor hybrid power gearbox - Google Patents
Dual-motor hybrid power gearbox Download PDFInfo
- Publication number
- CN214689009U CN214689009U CN202120280008.3U CN202120280008U CN214689009U CN 214689009 U CN214689009 U CN 214689009U CN 202120280008 U CN202120280008 U CN 202120280008U CN 214689009 U CN214689009 U CN 214689009U
- Authority
- CN
- China
- Prior art keywords
- clutch
- engine
- motor
- planet row
- plate
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
Landscapes
- Arrangement Of Transmissions (AREA)
Abstract
The utility model discloses a double-motor hybrid power gearbox, which comprises an engine, a main driving motor, an auxiliary driving motor, a planet row, a parking clutch and an engine locking clutch; an outer gear ring of the planet row is connected with a main driving motor and an output shaft through gear meshing, a planet carrier of the planet row is connected with an engine, a sun gear of the planet row is connected with an auxiliary driving motor, the auxiliary driving motor is an ISG motor, an input shaft of the main driving motor is connected with the output shaft through gear meshing, and the output shaft is connected with a differential through gear meshing; the parking clutch is arranged on the outer gear ring of the planet row, and locks the outer gear ring of the planet row to meet the parking requirement of the vehicle; an engine locking clutch is arranged on the planet carrier of the planet row and the engine input shaft, and the engine locking clutch locks the planet carrier of the planet row and the engine input shaft to realize the engine locking function. The utility model discloses the gearbox has reliable operation, the efficiency is low, compact structure, advantage with low costs.
Description
Technical Field
The utility model belongs to the technical field of new forms of energy hybrid power system, concretely relates to bi-motor hybrid transmission.
Background
Nowadays, energy conservation and environmental protection become the development subjects of the automobile industry, new energy electric automobiles become the subject of key research of various automobile manufacturers.
The existing hybrid power passenger vehicle gearboxes are various in types, and the existing hybrid power passenger vehicle gearboxes are large in size due to low integration level, large in manufacturing cost, inconvenient for the whole vehicle sales volume, excessively dependent on the functions of a motor drive controller and the like. In order to simultaneously consider design cost, reliable work and light weight, the patent describes a double-motor hybrid power gearbox; the double-motor design not only ensures the completeness of the functional requirements of driving and power generation in the driving process of the hybrid gearbox, but also ensures that the hybrid gearbox is smooth and has no pause when changing among various working conditions; meanwhile, the double-motor hybrid power transmission adopts a planetary gear structure which is mature in application, so that the failure risk of practical application is avoided greatly and the cost of the structure is increased.
When the hybrid power gearbox works, the running modes of the engine and the motor need to be reasonably coordinated according to various running working conditions, the power torque power demand under various working conditions is provided for a vehicle, the motor is further switched under the working conditions, the running mode of the engine is changed, the smooth requirement is met, and the energy is efficiently used.
SUMMERY OF THE UTILITY MODEL
Utility model purpose: an object of the utility model is to prior art not enough, provide a bi-motor hybrid gearbox, the gearbox is applicable to the non-electricity of inserting and inserts electricity hybrid passenger car to have reliable operation, the efficiency is low, the structure is compact and advantage with low costs.
Realize the technical scheme of the utility model is that:
the utility model relates to a double-motor hybrid power gearbox, which comprises an engine, a main driving motor, an auxiliary driving motor, a planet row, a parking clutch and an engine locking clutch; an outer gear ring of the planet row is connected with a main driving motor and an output shaft through gear meshing, a planet carrier of the planet row is connected with an engine, a sun gear of the planet row is connected with an auxiliary driving motor, the auxiliary driving motor is an ISG motor, an input shaft of the main driving motor is connected with the output shaft through gear meshing, and the output shaft is connected with a differential through gear meshing; the parking clutch is arranged on the outer gear ring of the planet row and locks the outer gear ring of the planet row to meet the parking requirement of the vehicle; and an engine locking clutch is arranged on the planet carrier of the planet row and the engine input shaft, and the planet carrier of the planet row and the engine input shaft are locked by the engine locking clutch to realize the engine locking function. The utility model discloses well power transmission flows and does: from the main drive motor to the output shaft, and due to the presence of the planetary gear set, there are also: the resultant force of the planet row and the auxiliary driving motor connected with the engine is transmitted to the output shaft through the outer gear ring, so that the power conversion of the motor and the engine has no impact, and a driver has good driving feeling.
The utility model discloses further preferred technical scheme does, parking clutch includes clutch control worm wheel, first two-sided paster clutch friction disc, first clutch friction steel sheet, first single-sided paster clutch friction disc and first clutch disc pressure strip assembly; a parking locking clutch shell is fixed outside an outer gear ring of the planet row, and a first double-faced patch clutch friction plate, a first clutch friction steel sheet, a first single-faced patch clutch friction plate and a first clutch plate pressing plate assembly are sequentially arranged in the parking locking clutch shell; the curved surface of the execution contact part of the first clutch plate pressing plate assembly faces to the outside, the clutch control worm wheel is arranged on the outside of the first clutch plate pressing plate assembly, a plurality of annular first curved surface grooves are formed in a spoke of the clutch control worm wheel tightly attached to the first clutch plate pressing plate assembly, and the first curved surface grooves are matched with the curved surface of the execution contact part of the first clutch plate pressing plate assembly.
Preferably, the friction of the first double-sided patch clutch friction plate and the friction of the first single-sided patch clutch are circumferentially fixed with the parking lock-up clutch shell, and are axially and freely installed; the first clutch friction steel sheet and the corresponding planet row outer gear ring are circumferentially fixed and axially and freely installed; the parking locking clutch shell is fixedly connected with the gearbox shell.
Preferably, the engine lock-up clutch comprises a second double-sided clutch friction plate, a second clutch friction steel plate, a second single-sided clutch friction plate and a second clutch plate hold-down plate assembly; the clutch disc pressing plate assembly is arranged on the other spoke side of the clutch control worm wheel, a plurality of annular second curved surface grooves are formed in the other spoke tightly attached to the second clutch disc pressing plate assembly, and the second curved surface grooves are matched with the curved surface of the execution contact position of the second clutch disc pressing plate assembly.
Preferably, the engine lock-up clutch further comprises an engine lock-up clutch housing, the second clutch plate hold-down plate assembly is arranged in the engine lock-up clutch housing, and a second single-sided patch clutch friction plate, a second clutch friction steel plate and a second double-sided patch clutch friction plate are sequentially arranged between the second clutch plate hold-down plate assembly and the engine lock-up clutch housing; the second single-sided patch clutch friction plate and the second double-sided patch clutch friction plate are circumferentially fixed with the engine locking clutch shell and are axially and freely installed; the second clutch friction steel sheet is circumferentially fixed with the corresponding planet row planet carrier and is axially and freely installed; the engine locking clutch shell is fixedly connected with the gearbox shell.
Preferably, the first curved surface groove and the second curved surface groove are both provided with at least 3 groups, the first curved surface groove is a curved surface groove from shallow to deep, and the groove depth direction of the second curved surface groove is opposite to the groove depth direction of the first curved surface groove.
Preferably, the clutch control worm further comprises a clutch control worm, the clutch control worm and the clutch control worm gear form a worm gear and worm pair, the clutch control worm is connected with a control motor, and the control motor controls the clutch control worm to rotate. The utility model discloses an adopt the worm gear pair to control parking clutch and engine locking clutch for actuating mechanism to the planet carrier and the outer ring gear of control planet row and gearbox casing link firmly and throw off, make the utility model has the advantages of reliable operation, efficiency are low, compact structure, with low costs. The utility model discloses in when the planet carrier of connecting the engine or when connecting the outer ring gear of planet row needs the locking, the drive control motor comes control clutch control worm to rotate, and through the drive ratio in the clutch control worm wheel produce great force control clutch control worm wheel first curved surface groove and second curved surface groove compress tightly with first clutch disc pressure strip assembly respectively, because the curved surface groove on the clutch control worm wheel is the degree of depth gradually-changing structure, then further amplify the power that actuating mechanism clutch control worm applied, therefore this embodiment locking this mechanism can utilize the control motor that power is less to reliably reach the locking purpose effectively; when the working condition needs to be loosened, the motor only needs to be controlled to rotate reversely; and the worm gear pair also has the self-locking characteristic, so the locking is required to be kept in the locking state, the continuous driving force application of the motor is not required to be controlled, and the gearbox in the embodiment further meets the requirements of energy conservation and emission reduction.
A control method using the transmission described above, comprising the steps of:
firstly, a hybrid vehicle control unit (HCU) sends the current running state of a vehicle, a driver request and the actual demand of the vehicle to a Transmission Control Unit (TCU), a Battery Management System (BMS) sends the current battery SOC state and the temperature state to the Transmission Control Unit (TCU), and the TCU judges the working condition of a transmission according to the received state parameters and controls a transmission actuating mechanism to work to achieve the working of switching the working mode of the transmission;
step two, the TCU judges which state the vehicle is in according to the signals sent by the HCU and the BMS:
s1, when the vehicle is in a starting state and the SOC of the battery is larger than the lowest threshold value, the vehicle firstly enters a single-motor working state, the single-motor working state is that the vehicle is driven to move forwards by a main driving motor under the condition that the vehicle runs at a lower speed or the running power requirement is not high, at the moment, an engine locking clutch is in a locking state, and a planet carrier, an engine input shaft and an engine are locked; entering a driving mode after the vehicle is started; if the SOC of the battery is smaller than the lowest threshold value, the engine is automatically started and drives the vehicle to run;
s2, when the TCU judges that the vehicle is not in the starting state, judging whether the vehicle is in the stopping state or the running state, and performing corresponding actions on a gearbox actuating mechanism and a power source to meet the running requirement according to different required torques in the running process; according to the SOC state of the battery, when the SOC of the battery is smaller than the lowest threshold value, the TCU controls the gearbox to enter a hybrid driving state, the hybrid driving state is that a parking clutch and an engine locking clutch are released, and an engine and an auxiliary driving motor, namely an ISG motor and a main driving motor are in working states; wherein the engine always works in the working range with the optimal efficiency; under a certain vehicle speed, the engine keeps relatively stable output power, torque and rotating speed operation; the power generation torque of the ISG motor is adapted to the output torque of the engine and changes along with the change of the output torque of the engine; the acceleration and deceleration of the vehicle are realized by the main driving motor through the driving torque or the generating torque of the main driving motor; the driving or generating torque of the main driving motor is controlled in real time along with the depths of an accelerator pedal and a brake pedal; or the electric energy generated by the ISG motor is not stored by a battery in the high-efficiency working interval of the engine, but is directly used for driving the main driving motor, and the main driving motor only consumes the whole electric energy generated by the ISG motor and does not take electricity from the battery, so that the direct driving function of the engine under the assistance of electric driving is realized; the output power of the engine is controlled in real time according to the running requirement of the vehicle, namely the depth of an accelerator pedal; the driving force is provided by the engine alone to drive the vehicle;
s21, if the SOC of the battery is larger than the lowest threshold value, the TCU controls the gearbox to enter a hybrid driving state, and the torque required by vehicle running is judged; if the required torque is smaller than the maximum torque of the main driving motor, the main driving motor drives the vehicle independently, the engine drives the generator to supply power to the main driving motor, and redundant electric quantity charges the battery; if the required torque is smaller than the sum of the maximum torques of the main driving motor and the auxiliary electrode, the TCU controls the gearbox to enter a double-motor driving state, the double-motor driving state is that when the vehicle speed is higher or the vehicle needs higher power during running, the two motors drive the vehicle to move forwards together, at the moment, an engine locking clutch is in a locking state, and a planet carrier, an engine input shaft and the engine are locked; if the required torque is smaller than the sum of the maximum torques of the engine, the main driving motor and the auxiliary driving motor, the TCU controls the gearbox to enter a hybrid driving state, and if the required torque is not larger than the sum of the maximum torques of the engine, the main driving motor and the auxiliary driving motor, the TCU controls the gearbox to maintain the maximum torque output, reduces the vehicle speed and sends an alarm signal to the HCU; when the driver makes an acceleration request, the TCU controls the gearbox to work in the same way as in the step S2;
s3, when the TCU judges that the vehicle stops including parking, and when the SOC of the battery is smaller than the highest threshold value, the TCU controls the gearbox to enter an engine starting or low-power generation state, wherein the engine starting or low-power generation state is that a parking clutch is in a locking state, an auxiliary driving motor starts the engine to run, the engine is in an idle running or low-power running state, and the auxiliary driving motor is in an idle running or low-torque generation state after starting the engine;
and S4, when the TCU judges that the vehicle is in a complete stop state, the parking clutch locks the planet row outer gear ring, the engine, the planet carrier, the planet row sun gear and the auxiliary motor input shaft are in an emptying state, the output shaft, the main driving motor input shaft and the differential are locked together by the planet row outer gear ring, and the vehicle is also locked at the moment.
By adopting the technical scheme, the utility model discloses following beneficial effect has:
(1) the utility model discloses a gearbox is through connecting main driving motor and output shaft with the outer ring gear in the planet row simultaneously, and the planet carrier of planet row connects the engine, and the sun gear of planet row connects vice driving motor, is equipped with parking clutch on the outer ring gear of planet row wherein, parking clutch locks the outer ring gear of planet row and realizes the vehicle parking demand; an engine locking clutch is arranged on the planet carrier of the planet row and the engine input shaft, and the engine locking clutch locks the planet carrier of the planet row and the engine input shaft to realize the engine locking function; the utility model discloses well power transmission flows and does: from the main drive motor to the output shaft, and due to the presence of the planetary gear set, there are also: the resultant force of the planet row and the auxiliary driving motor connected with the engine is transmitted to the output shaft through the outer gear ring, so that the power conversion of the motor and the engine has no impact, and a driver has good driving feeling.
(2) The utility model provides a parking clutch and engine locking clutch, the same clutch of common application is controlled worm wheel and clutch and is controld the worm and realize vehicle parking demand and engine locking function, through set up first curved surface groove and second curved surface groove on the spoke of clutch control worm wheel respectively, through first and second curved surface groove respectively with the execution contact department curved surface looks adaptation of first and second clutch disc pressure strip assembly, because the curved surface groove on the clutch control worm wheel is degree of depth gradually-changing structure, then further amplify the power that actuating mechanism clutch controlled the worm, consequently the utility model discloses the locking this mechanism can utilize the less control motor of power reliably to reach the locking purpose effectively, when needs loosen the operating mode, only need control motor's reversal can, make the utility model discloses a gearbox has reliable operation, low efficiency, Compact structure and low cost.
(3) The utility model discloses well parking clutch and engine locking clutch utilize jointly clutch control worm wheel and clutch control worm constitute worm gear worm pair, and worm gear worm pair has the characteristic of auto-lock, so need keep the locking under the locking state, do not need the application drive power that the control motor lasts, and then make the utility model provides a gearbox more accords with energy saving and emission reduction's requirement.
Drawings
In order that the present invention may be more readily and clearly understood, the following detailed description of the present invention is provided in connection with the accompanying drawings, in which:
fig. 1 is a schematic structural diagram of a transmission according to the present invention;
FIG. 2 is a cross-sectional view of the parking clutch and engine lock-up clutch of the present invention;
fig. 3 is a general schematic diagram of the control method of the present invention;
fig. 4 is a schematic flow chart of the control method of the present invention.
In the figure, 1-engine, 2-planetary gear set, 21-sun gear and first motor input shaft, 22-planet carrier and engine input shaft, 23-external gear ring, 3-auxiliary driving motor, 31-auxiliary driving motor stator, 32-auxiliary driving motor rotor, 4-main driving motor, 41-main driving motor input shaft, 5-differential, 6-engine lock-up clutch, 61-engine lock-up clutch shell, 7-clutch operating worm gear, 8-clutch operating worm, 9-parking clutch, 91-parking lock-up clutch shell, 92-first double-face clutch friction plate, 93-first clutch friction steel plate, 94-first single-face clutch friction plate, 95-first clutch plate hold-up plate assembly, 10-output shaft.
Detailed Description
The technical solution of the present invention is described in detail below with reference to the accompanying drawings, but the scope of the present invention is not limited to the embodiments.
Example (b): a dual-motor hybrid power gearbox is shown in figure 1 and comprises an engine 1, a main driving motor 4, an auxiliary driving motor 3, a planet row 2, a parking clutch 9 and an engine locking clutch 6; an outer gear ring 23 of the planet row 2 is connected with a main driving motor 4 and an output shaft 10 through gear meshing, a planet carrier 22 of the planet row 2 is connected with an engine 1 through gear meshing, a sun gear 21 of the planet row 2 is connected with an auxiliary driving motor 3 through gear meshing, the auxiliary driving motor 3 is an ISG motor, the auxiliary driving motor 3 comprises an auxiliary driving motor stator 31 and an auxiliary driving motor rotor 32, the auxiliary driving motor rotor 32 is connected with the sun gear 21 through gear meshing, an input shaft 41 of the main driving motor is connected with the output shaft 10 through gear meshing, and the output shaft 10 is connected with a differential 5 through gear meshing; the parking clutch 9 is arranged on the outer gear ring 23 of the planet row 2, and the parking clutch 9 locks the outer gear ring 23 of the planet row 2 to meet the parking requirement of the vehicle; an engine locking clutch 6 is arranged on the planet carrier 22 of the planet row 2 and the input shaft of the engine 1, and the engine locking clutch 6 locks the planet carrier 22 of the planet row 2 and the input shaft of the engine 1 to realize the locking function of the engine 1. The power transmission flow in this embodiment is: from the main drive motor 4 to the output shaft 10, and due to the presence of the planetary row 2, there are also: the resultant force of the planet row 2 and the auxiliary driving motor 3 connected with the engine 1 is transmitted to the output shaft 10 through the outer gear ring 23, and the power conversion of the motor and the engine is carried out by using the planet row transmission structure, so that the power conversion of the motor and the engine 1 has no impact, and a driver has good driving feeling.
In a further preferred embodiment, as shown in fig. 2, the parking clutch 9 includes a clutch operating worm wheel 7, a clutch operating worm 8, a first double-faced patch clutch friction plate 92, a first clutch friction steel plate 93, a first single-faced patch clutch friction plate 94 and a first clutch plate hold-down plate assembly 95; a parking locking clutch shell 91 is fixed outside the outer gear ring 23 of the planet row 2, and a first double-faced patch clutch friction plate 92, a first clutch friction steel plate 93, a first single-faced patch clutch friction plate 94 and a first clutch plate pressing plate assembly 95 are sequentially arranged in the parking locking clutch shell 91; the executing contact curved surface of the first clutch plate pressing plate assembly 95 faces outwards, the clutch control worm wheel 7 is arranged on the outer side of the first clutch plate pressing plate assembly 95, a spoke of the clutch control worm wheel 7 tightly attached to the first clutch plate pressing plate assembly 95 is provided with a plurality of annular first curved surface grooves, and the first curved surface grooves are matched with the executing contact curved surface of the first clutch plate pressing plate assembly 95; in the embodiment, the friction of the first double-sided patch clutch friction plate 92 and the friction of the first single-sided patch clutch are circumferentially fixed with the parking lock-up clutch shell 91 and are axially freely installed; the first clutch friction steel sheet 93 is circumferentially fixed with the corresponding planet row outer gear ring 23 and is axially and freely installed; the parking lock-up clutch housing 91 is fixedly connected with the gearbox housing.
The engine lock-up clutch 6 in the embodiment comprises a second double-sided patch clutch friction plate, a second clutch friction steel sheet, a second single-sided patch clutch friction plate and a second clutch plate pressing plate assembly; the clutch plate pressing plate assembly is arranged on the other spoke side of the clutch control worm wheel 7, a plurality of annular second curved surface grooves are formed in the other spoke tightly attached to the second clutch plate pressing plate assembly, and the second curved surface grooves are matched with the curved surface of the execution contact part of the second clutch plate pressing plate assembly; the engine locking clutch 6 further comprises an engine locking clutch shell 61, a second clutch plate pressing plate assembly is arranged in the engine locking clutch shell 61, and a second single-sided patch clutch friction plate, a second clutch friction steel plate and a second double-sided patch clutch friction plate are sequentially arranged between the second clutch plate pressing plate assembly and the engine locking clutch shell 61; the second single-sided patch clutch friction plate and the second double-sided patch clutch friction plate are circumferentially fixed with the engine lock-up clutch shell 61 and are axially and freely installed; the second clutch friction steel sheet is circumferentially fixed with the planet carrier 22 of the planet row 2 corresponding to the second clutch friction steel sheet and is axially and freely installed; the engine lock-up clutch housing 61 is fixedly connected to the gearbox housing.
In order to ensure that the stress of the first and second clutch plate pressing plate assemblies is uniform during working, at least more than 3 groups of first curved surface grooves and second curved surface grooves are arranged, the first curved surface grooves are curved surface grooves from shallow to deep, the depth direction of the second curved surface grooves is opposite to the depth direction of the first curved surface grooves, the curved surface grooves of the parking clutch and the engine locking clutch are reversely arranged, and the parking of the engine connected with the differential mechanism cannot be locked at the same time, so that the parking clutch and the engine locking clutch are locked and in a disengaged state, and the power interference and gear large tooth risk are caused by accidental time delay; the curved surface shapes of the first curved surface groove and the second curved surface groove are matched with the curved surface of the execution contact part of the first clutch plate pressing plate assembly and the second clutch plate pressing plate assembly; in the embodiment, the clutch control worm 8 and the clutch control worm wheel 7 form a worm gear and worm pair, the clutch control worm 8 is connected with the control motor, and the control motor controls the clutch control worm 8 to rotate. In the embodiment, the parking clutch 9 and the engine locking clutch 6 are controlled by using a worm-gear pair as an actuating mechanism, so that the fixed connection and the disconnection between the planet carrier 22 and the outer gear ring 23 of the planet row 2 and the shell of the gearbox are controlled, and the embodiment has the advantages of reliable work, low energy efficiency, compact structure and low cost; in the embodiment, when a planet carrier connected with an engine or a planet gear outer gear ring connected with the engine needs to be locked, a driving control motor controls a clutch control worm to rotate, and a first curved surface groove and a second curved surface groove of a force control clutch control worm wheel generated by a transmission ratio on the clutch control worm wheel are respectively pressed with a first clutch plate pressing plate assembly; when the working condition needs to be loosened, the motor only needs to be controlled to rotate reversely; and the worm gear pair also has the self-locking characteristic, so the locking is required to be kept in the locking state, the continuous driving force application of the motor is not required to be controlled, and the gearbox in the embodiment further meets the requirements of energy conservation and emission reduction.
A control method using the transmission described above, comprising the steps of:
step one, as shown in fig. 3, a hybrid vehicle control unit (HCU) sends the current running state of a vehicle, a driver request and the actual vehicle demand to a Transmission Control Unit (TCU), a Battery Management System (BMS) sends the current battery SOC state and the temperature state to the Transmission Control Unit (TCU), and the TCU judges the working condition of the transmission according to the received state parameters and controls an execution mechanism of the transmission to work so as to achieve the working of switching the working mode of the transmission;
step two, the TCU judges the state of the vehicle according to the signals sent by the HCU and the BMS, as shown in the attached figure 4:
s1, when the vehicle is in a starting state and the SOC of the battery is larger than the lowest threshold value, the vehicle firstly enters a single-motor working state, the single-motor working state is that the vehicle is driven to move forwards by the main driving motor 4 under the condition that the vehicle runs at a lower speed or the running power requirement is not high, at the moment, the engine locking clutch 6 is in a locking state, and the planet carrier 22, the input shaft of the engine 1 and the engine 1 are locked; entering a driving mode after the vehicle is started; if the SOC of the battery is smaller than the lowest threshold value, the engine 1 is started by itself and drives the vehicle to run;
s2, when the TCU judges that the vehicle is not in the starting state, judging whether the vehicle is in the stopping state or the running state, and performing corresponding actions on a gearbox actuating mechanism and a power source to meet the running requirement according to different required torques in the running process; according to the SOC state of the battery, when the SOC of the battery is smaller than the lowest threshold value, the TCU controls the gearbox to enter a hybrid driving state, the hybrid driving state is that the parking clutch 9 and the engine locking clutch 6 are in a release state, and the engine 1, the auxiliary driving motor 3, namely the ISG motor and the main driving motor 4 are in working states; wherein the engine 1 is always operated in its optimum efficiency operating region; under a certain vehicle speed, the engine 1 keeps relatively stable output power, torque and rotating speed operation; the power generation torque of the ISG motor is adapted to the output torque of the engine 1 and changes along with the change of the output torque of the engine 1; acceleration and deceleration of the vehicle are realized by the main drive motor 4 through the drive torque or the power generation torque thereof; that is, the driving or generating torque of the main driving motor 4 is controlled in real time with the depths of the accelerator pedal and the brake pedal; or the electric energy generated by the ISG motor is not stored by a battery in the high-efficiency working interval of the engine 1, but is directly used for driving the main driving motor 4, the main driving motor 4 only consumes the whole electric energy generated by the ISG motor, and the electricity is not taken from the battery, so that the direct driving function of the engine 1 under the electric driving assistance is realized; the output power of the engine 1 is controlled in real time according to the running requirement of the vehicle, namely the depth of an accelerator pedal; the vehicle is driven by the driving force provided by the engine 1 alone;
s21, if the SOC of the battery is larger than the lowest threshold value, the TCU controls the gearbox to enter a hybrid driving state, and the torque required by vehicle running is judged; if the required torque is smaller than the maximum torque of the main driving motor 4, the main driving motor 4 drives the vehicle independently, the engine 1 drives the generator to supply power to the main driving motor 4, and redundant electric quantity charges the battery; if the required torque is smaller than the sum of the maximum torques of the main driving motor 4 and the auxiliary electrode, the TCU controls the gearbox to enter a double-motor driving state, the double-motor driving state is that when the vehicle speed is higher or the vehicle needs higher power during running, the two motors drive the vehicle to move forwards together, at the moment, the engine locking clutch 6 is in a locking state, and the planet carrier 22, the input shaft of the engine 1 and the engine 1 are locked; if the required torque is smaller than the sum of the maximum torques of the engine 1, the main driving motor 4 and the auxiliary driving motor 3, the TCU controls the gearbox to enter a hybrid driving state, and if the required torque is not larger than the sum of the maximum torques, the TCU controls the gearbox to maintain the maximum torque output, the vehicle speed is reduced, and an alarm signal is sent to the HCU; when the driver makes an acceleration request, the TCU controls the gearbox to work in the same way as in the step S2;
s3, when the TCU judges that the vehicle stops including parking, and when the SOC of the battery is smaller than the highest threshold value, the TCU controls the gearbox to enter an engine 1 starting or low-power generation state, wherein the engine 1 starting or low-power generation state is that the parking clutch 9 is in a locking state, the auxiliary driving motor 3 starts the engine 1 to run, the engine 1 is in an idling operation or low-power operation state, and the auxiliary driving motor 3 is in an idling or low-torque generation state after starting the engine 1;
and S4, when the TCU judges that the vehicle is in a complete stop state, the parking clutch 9 locks the outer gear ring 23 of the planet row 2, the engine 1, the planet carrier 22, the sun gear 21 of the planet row 2 and the input shaft of the auxiliary motor are in an emptying state, the output shaft 10, the main driving motor 4, the input shaft 41 of the main driving motor and the differential 5 are locked together by the outer gear ring 23 of the planet row 2, and the vehicle is also locked at the moment.
By using the control method in the embodiment, the requirements of providing power torque power under various working conditions for the vehicle can be met, the smooth requirement and the high-efficiency use of energy can be realized when the running modes of the motor and the engine are changed during the working condition conversion, so that the power conversion of the motor and the engine has no impact, and the driving feeling is good.
The above-mentioned embodiments, further detailed description of the objects, technical solutions and advantages of the present invention, it should be understood that the above-mentioned embodiments are only specific embodiments of the present invention, and are not intended to limit the present invention, and any modifications, equivalent substitutions, improvements, etc. made within the spirit and principle of the present invention should be included in the scope of the present invention.
Claims (7)
1. A dual-motor hybrid transmission is characterized by comprising an engine, a main driving motor, an auxiliary driving motor, a planetary gear set, a parking clutch and an engine locking clutch; an outer gear ring of the planet row is connected with a main driving motor and an output shaft through gear meshing, a planet carrier of the planet row is connected with an engine, a sun gear of the planet row is connected with an auxiliary driving motor, the auxiliary driving motor is an ISG motor, an input shaft of the main driving motor is connected with the output shaft through gear meshing, and the output shaft is connected with a differential through gear meshing; the parking clutch is arranged on the outer gear ring of the planet row and locks the outer gear ring of the planet row to meet the parking requirement of the vehicle; and an engine locking clutch is arranged on the planet carrier of the planet row and the engine input shaft, and the planet carrier of the planet row and the engine input shaft are locked by the engine locking clutch to realize the engine locking function.
2. The dual-motor hybrid transmission of claim 1, wherein the parking clutch includes a clutch operating worm gear, a first double-sided clutch friction plate, a first clutch friction steel plate, a first single-sided clutch friction plate, and a first clutch plate pack; a parking locking clutch shell is fixed outside an outer gear ring of the planet row, and a first double-faced patch clutch friction plate, a first clutch friction steel sheet, a first single-faced patch clutch friction plate and a first clutch plate pressing plate assembly are sequentially arranged in the parking locking clutch shell; the curved surface of the execution contact part of the first clutch plate pressing plate assembly faces to the outside, the clutch control worm wheel is arranged on the outside of the first clutch plate pressing plate assembly, a plurality of annular first curved surface grooves are formed in a spoke of the clutch control worm wheel tightly attached to the first clutch plate pressing plate assembly, and the first curved surface grooves are matched with the curved surface of the execution contact part of the first clutch plate pressing plate assembly.
3. The dual-motor hybrid transmission of claim 2, wherein the first double-sided clutch friction plate and the first single-sided clutch friction plate are circumferentially fixed to the parking lock-up clutch housing and axially freely mounted; the first clutch friction steel sheet and the corresponding planet row outer gear ring are circumferentially fixed and axially and freely installed; the parking locking clutch shell is fixedly connected with the gearbox shell.
4. The dual-motor hybrid transmission of claim 2, wherein said engine lock-up clutch includes a second double-sided clutch friction plate, a second clutch friction steel plate, a second single-sided clutch friction plate, and a second clutch plate hold-down plate assembly; the clutch disc pressing plate assembly is arranged on the other spoke side of the clutch control worm wheel, a plurality of annular second curved surface grooves are formed in the other spoke tightly attached to the second clutch disc pressing plate assembly, and the second curved surface grooves are matched with the curved surface of the execution contact position of the second clutch disc pressing plate assembly.
5. The dual-motor hybrid transmission of claim 4, wherein the engine lock-up clutch further comprises an engine lock-up clutch housing, the second clutch plate hold-down plate assembly is disposed in the engine lock-up clutch housing, and a second single-sided clutch friction plate, a second clutch friction steel plate and a second double-sided clutch friction plate are sequentially disposed between the second clutch plate hold-down plate assembly and the engine lock-up clutch housing; the second single-sided patch clutch friction plate and the second double-sided patch clutch friction plate are circumferentially fixed with the engine locking clutch shell and are axially and freely installed; the second clutch friction steel sheet is circumferentially fixed with the corresponding planet row planet carrier and is axially and freely installed; the engine locking clutch shell is fixedly connected with the gearbox shell.
6. The twin-motor hybrid transmission of claim 4, wherein the first curved groove and the second curved groove are provided in at least 3 sets, the first curved groove is a shallow-to-deep curved groove, and the depth of the second curved groove is opposite to the depth of the first curved groove.
7. The dual-motor hybrid transmission of claim 2, further comprising a clutch-operating worm, wherein the clutch-operating worm and the clutch-operating worm gear form a worm-and-gear pair, the clutch-operating worm is connected to a control motor, and the control motor controls the clutch-operating worm to rotate.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202120280008.3U CN214689009U (en) | 2021-02-01 | 2021-02-01 | Dual-motor hybrid power gearbox |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202120280008.3U CN214689009U (en) | 2021-02-01 | 2021-02-01 | Dual-motor hybrid power gearbox |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN214689009U true CN214689009U (en) | 2021-11-12 |
Family
ID=78565768
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202120280008.3U Active CN214689009U (en) | 2021-02-01 | 2021-02-01 | Dual-motor hybrid power gearbox |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN214689009U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112895882A (en) * | 2021-02-01 | 2021-06-04 | 坤泰车辆系统（常州）有限公司 | Dual-motor hybrid power gearbox and control method |
-
2021
- 2021-02-01 CN CN202120280008.3U patent/CN214689009U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112895882A (en) * | 2021-02-01 | 2021-06-04 | 坤泰车辆系统（常州）有限公司 | Dual-motor hybrid power gearbox and control method |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN110466338B (en) | Single-planet-row power distribution hybrid power system | |
| US9604632B2 (en) | Control system for hybrid vehicle | |
| US9440641B2 (en) | Control device for hybrid vehicle | |
| JP2006514897A (en) | Power system for a dual motor hybrid powered vehicle | |
| EP2231433B1 (en) | Hybrid power driving system | |
| CN100367634C (en) | Electric variable speed drive apparatus with brake energy recovery function for vehicles | |
| CN110667368A (en) | Hybrid power system of four-wheel drive vehicle and working method | |
| CN112659879B (en) | Longitudinal vehicle power assembly and vehicle power control method | |
| KR20070057339A (en) | A method for generating at neutral shift range and a hybrid vehicle using the same | |
| CN112895882A (en) | Dual-motor hybrid power gearbox and control method | |
| CN102442210A (en) | Front-and rear-wheel-drive vehicle | |
| CN110605960A (en) | Series-parallel hybrid power vehicle power system configuration and control method | |
| CN214689009U (en) | Dual-motor hybrid power gearbox | |
| CN111361407A (en) | Planetary shunting coupling power system of hybrid electric vehicle | |
| CN111098695B (en) | Hybrid power driving system and vehicle | |
| CN212422802U (en) | Planetary shunting coupling power system of hybrid electric vehicle | |
| CN112297820B (en) | Hybrid power system | |
| CN212499884U (en) | Double-motor high-low speed interval power system | |
| CN110816253B (en) | Gear ring-free planetary gear train hybrid power system | |
| CN102862475A (en) | Electric automobile speed changer and speed changing method thereof | |
| CN214189616U (en) | Power distribution device, hybrid control device, hybrid transmission structure, and hybrid vehicle | |
| JP2001047882A (en) | Control device for hybrid vehicle | |
| CN210390754U (en) | Single-motor hybrid power driving device and vehicle with same | |
| CN112373290A (en) | Hybrid electric vehicle driving system, driving method and vehicle | |
| CN107672441B (en) | Hybrid power system |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| CP01 | Change in the name or title of a patent holder |
Address after: No.368 Longjin Road, Changzhou City, Jiangsu Province 213000 Patentee after: Kuntai vehicle system (Changzhou) Co.,Ltd. Address before: No.368 Longjin Road, Changzhou City, Jiangsu Province 213000 Patentee before: KUNTYE VEHICLE SYSTEM (CHANGZHOU) Co.,Ltd. |
|
| CP01 | Change in the name or title of a patent holder |