CN219191896U - Hybrid power driving system and vehicle - Google Patents

Abstract

The utility model belongs to the technical field of hybrid power, and relates to a hybrid power driving system and a vehicle. According to the hybrid power driving system, a plurality of driving modes can be realized by controlling the working states of the engine, the first motor and the second motor and selectively connecting or disconnecting the first connecting and disconnecting device, the second connecting and disconnecting device and the third connecting and disconnecting device, so that the hybrid power driving system is suitable for urban working conditions and small and medium-sized vehicle types, and the power performance and the economy of the whole vehicle can be considered.

Description

Hybrid power driving system and vehicle

Technical Field

The utility model belongs to the technical field of hybrid power, and particularly relates to a hybrid power driving system and a vehicle.

Background

The powertrain of a vehicle typically includes an engine and a driveline comprised of a transmission, differential and propeller shafts (left and right axle shafts). The power system of the vehicle functions to provide the vehicle with driving force required for driving the wheels. The engine has a range of speeds and torques and is operated to an optimum state within a small range of speeds and torques, where either fuel consumption is minimized, harmful emissions are minimized, or both. However, the actual road conditions are becoming ever more varied, not only in terms of the speed of the driving wheels, but also in terms of the torque required by the driving wheels. Therefore, achieving matching of the optimum rotational speed and torque of the engine (i.e., the power-optimized state) with the power state of the drive wheels is a primary task of the transmission.

The existing market speed variator mainly has two main categories of stepped speed variator and stepless speed variator. Stepped transmissions are subdivided into manual and automatic ones. They provide a limited number of discrete input-output speed ratios, mostly through different meshing arrangements of the gear trains or planetary gear trains. The speed of the driving wheel between two adjacent speed ratios is adjusted by means of the speed change of the engine. Continuously variable transmissions, whether mechanical, hydraulic, or electromechanical, provide an infinite number of continuously selectable speed ratios over a range of speeds. Theoretically, the speed change of the driving wheels can be accomplished entirely through the transmission. In this way, the engine can be operated in the optimal speed range as much as possible. Meanwhile, compared with a step-variable transmission, the stepless transmission has the advantages of stable speed regulation, full utilization of the maximum power of the engine and the like. Continuously variable transmissions have therefore been the subject of intense investigation by engineers for many years.

In recent years, the generation of hybrid technology of engine and motor combination opens up a new way for realizing the complete matching of power between the engine and the driving wheel. Among the numerous powertrain designs, there are two most representative series hybrid drive systems and parallel hybrid drive systems. In the series hybrid power driving system, an internal combustion engine-generator-motor-shafting-driving wheel form a series power chain, and the power assembly has extremely simple structure. Wherein the generator-motor combination can be regarded as a transmission in the conventional sense. When used in combination with an energy storage device (e.g., battery, capacitor, etc.), the transmission can also be used as an energy adjusting device to achieve independent speed and torque adjustment. The parallel hybrid drive system has two independent power trains in parallel. One consisting of a conventional mechanical transmission and the other consisting of a motor-battery system. The mechanical transmission is responsible for completing the speed adjustment, while the motor-battery system completes the power or torque adjustment. In order to fully develop the potential of the whole system, a mechanical transmission also needs to adopt a stepless speed change mode.

The series hybrid power driving system has the advantages of simple structure and flexible layout. However, all power passes through the generator and the motor, so that the power requirement of the motor is high, and the motor is large in size and weight. Meanwhile, the energy transmission process is converted by two electromechanical and motor processes, so that the efficiency of the whole driving system is low. In the parallel hybrid power driving system, only part of power passes through the motor system, so that the power requirement on the motor is relatively low, and the efficiency of the driving system is high. However, parallel hybrid drive systems require two separate subsystems, which are expensive and are typically used only in weak hybrid systems.

For example, the hybrid drive system employed by Toyota Prius includes two electric motors and a planetary gear mechanism. The pure electric mode and the hybrid driving mode can be realized by reasonably controlling the related power sources.

However, hybrid drive systems in Toyota typically have only two modes of operation: purely electric mode and hybrid drive mode. In addition, in the pure electric mode and the hybrid driving mode, the motor is only 1 gear to be selected, so that the hybrid driving system is only suitable for urban working conditions and small and medium-sized vehicle types, and has general power performance and economical efficiency for non-urban working conditions and larger vehicle types.

Disclosure of Invention

The technical problems to be solved by the utility model are as follows: aiming at the problems of general power performance and economical efficiency of the existing hybrid power driving system in non-urban working conditions and large vehicle types, the hybrid power driving system and the vehicle are provided.

In order to solve the technical problems, in one aspect, an embodiment of the present utility model provides a hybrid power driving system, including an engine, a first motor, a second motor, a first planetary gear mechanism, a second planetary gear mechanism, an input shaft, an output shaft, a first engagement and disengagement device, a second engagement and disengagement device, a third engagement and disengagement device, and a differential;

the first planetary gear mechanism comprises a first input element, a first output element and a first intermediate element, and the second planetary gear mechanism comprises a second input element, a second output element and a second intermediate element; the motor shaft of the first motor is connected with the first input element, the motor shaft of the second motor is connected with the second input element, one end of the input shaft is connected with the engine, the other end of the input shaft is connected with the first output element, the first middle element is connected to a first static part, one end of the output shaft is connected with the differential mechanism, and the other end of the output shaft is connected with the second output element; the input shaft is coaxial with the output shaft, and the first engagement and disengagement device is connected between the input shaft and the output shaft and used for selectively engaging or disengaging the input shaft and the output shaft;

The second engagement and disengagement means is connected between the second input element and the second output element for selectively engaging or disengaging the second input element and the second output element;

the third engagement and disengagement means is connected between the second intermediate element and the second stationary member for selectively engaging or disengaging the second intermediate element from the second stationary member.

Optionally, the first motor and the input shaft are coaxially arranged, a motor shaft of the first motor is a hollow shaft, the input shaft passes through the motor shaft of the first motor, and the motor shaft of the first motor is coaxially connected with the first input element.

Optionally, the second motor is coaxially arranged with the output shaft, the motor shaft of the second motor is a hollow shaft, the output shaft penetrates through the motor shaft of the second motor, and the motor shaft of the second motor is coaxially connected with the second input element.

Optionally, a motor shaft of the second motor passes through the second input element, and one end of the second engagement and disengagement device is connected to an end of the motor shaft of the second motor that passes through the second input element, so as to be connected to the second input element through the motor shaft of the second motor.

Optionally, the hybrid drive system further comprises a damper element connected between the engine and the input shaft, the damper element being a single mass flywheel, a dual mass flywheel, a torsional damper or a torque converter.

Optionally, the first engagement and disengagement device is a clutch or a synchronizer, the second engagement and disengagement device is a clutch or a synchronizer, and the third engagement and disengagement device is a clutch, a synchronizer or a brake.

Optionally, the first planetary gear mechanism is a single planetary row formed by a first sun gear, a first planet carrier and a first gear ring;

one of the first sun gear, the first planet carrier and the first gear ring, which is connected with a motor shaft of the first motor, is the first input element, one of the first sun gear, the first planet carrier and the first gear ring, which is connected with the input shaft, is the first output element, and one of the first sun gear, the first planet carrier and the first gear ring, which is other than the first input element and the first output element, is the first intermediate element;

the second planetary gear mechanism is a single planetary gear set comprising a second sun gear, a second planet carrier and a second gear ring, one of the second sun gear, the second planet carrier and the second gear ring, which is connected with a motor shaft of the second motor, is the second input element, one of the second sun gear, the second planet carrier and the second gear ring, which is connected with the output shaft, is the second output element, and one of the second sun gear, the second planet carrier and the second gear ring, which is not the second input element and the second output element, is the second intermediate element.

Optionally, the hybrid power driving system has a pure electric 1-gear mode and a pure electric 2-gear mode;

the first engagement and disconnection device is disconnected, the second engagement and disconnection device is disconnected, the third engagement and disconnection device is engaged, the second motor is driven, the engine and the first motor stop working, and the hybrid power driving system enters a pure electric 1-gear mode;

the first engagement and disconnection device is disconnected, the second engagement and disconnection device is engaged, the third engagement and disconnection device is disconnected, the second motor is driven, the engine and the first motor stop working, and the hybrid power driving system enters a pure electric 2-gear mode.

Optionally, the hybrid power driving system is provided with a series range-extending 1-gear mode and a series range-extending 2-gear mode;

the first engagement and disengagement device is disengaged, the second engagement and disengagement device is disengaged, the third engagement and disengagement device is engaged, the second motor is driven, the engine drives the first motor to generate power, and the hybrid power driving system enters a series range-extending 1-gear mode;

the first engagement and disengagement device is disengaged, the second engagement and disengagement device is engaged, the third engagement and disengagement device is disengaged, the second motor is driven, the engine drives the first motor to generate power, and the hybrid power driving system enters a series range-extending 2-gear mode.

Optionally, the hybrid power driving system is provided with a parallel hybrid 1-gear mode and a parallel hybrid 2-gear mode;

the first engagement and disengagement device is engaged, the second engagement and disengagement device is disengaged, the third engagement and disengagement device is engaged, the second motor and the engine are driven, the first motor generates electricity or idles, and the hybrid power driving system enters a parallel hybrid power 1-gear mode;

the first engagement and disengagement device is engaged, the second engagement and disengagement device is engaged, the third engagement and disengagement device is disengaged, the second motor and the engine are driven, the first motor generates electricity or idles, and the hybrid power driving system enters a parallel hybrid 2-gear mode.

Optionally, the hybrid drive system has an engine direct drive mode;

the first engagement and disengagement device is engaged, the second engagement and disengagement device is disengaged, the third engagement and disengagement device is disengaged, the engine is driven, the first motor is idle, the second motor is idle, and the hybrid drive system enters an engine direct drive mode.

Optionally, the hybrid drive system has a first braking energy recovery mode and a second braking energy recovery mode;

The first engagement and disengagement device is disengaged, the second engagement and disengagement device is disengaged, the third engagement and disengagement device is engaged, the engine and the first motor stop working, the second motor generates electricity, and the hybrid power driving system enters a first braking energy recovery mode;

the first engagement and disengagement device is disengaged, the second engagement and disengagement device is engaged, the third engagement and disengagement device is disengaged, the engine and the first motor stop working, the second motor generates electricity, and the hybrid power driving system enters a second braking energy recovery mode.

Optionally, the hybrid drive system has a park power generation mode;

when the vehicle is parked, the first engagement and disengagement device is disengaged, the second motor stops working, the engine drives the first motor to generate electricity, and the hybrid power driving system enters a parking electricity generation mode.

On the other hand, the embodiment of the utility model also provides a vehicle which comprises the hybrid power driving system.

According to the hybrid power driving system and the vehicle, a plurality of driving modes can be realized by controlling the working states of the engine, the first motor and the second motor and selectively engaging or disengaging the first engaging and disengaging device, the second engaging and disengaging device and the third engaging and disengaging device. For example, a pure electric 1-gear mode, a pure electric 2-gear mode, a series range-extended 1-gear mode, a series range-extended 2-gear mode, a parallel hybrid 1-gear mode, a parallel hybrid 2-gear mode, an engine direct-drive mode and the like can be realized. And under the mode that the second motor participates in driving, the second motor can have two 2 gear positions, so that the hybrid power driving system is suitable for urban working conditions and small and medium-sized vehicle types, and can take into account the dynamic property and economical efficiency of the whole vehicle.

In addition, in the mode switching process, the second motor can participate in driving, power interruption does not exist, and driving experience is good.

In addition, the first motor can increase speed and torque through the first planetary gear mechanism, and the size of the first motor can be effectively reduced.

In addition, the hybrid power driving system can cover HEV (hybrid electric vehicle) models and PHEV (hybrid electric vehicle) models, and has good platformization.

Drawings

Fig. 1 is a schematic diagram of a hybrid drive system provided by a first embodiment of the present utility model;

fig. 2 is a schematic diagram of a hybrid drive system according to a second embodiment of the present utility model.

Reference numerals in the specification are as follows:

1. an engine; 2. a first motor; 3. a second motor; 4. a first planetary gear mechanism; 41. a first sun gear; 42. a first planet; 43. a first planet carrier; 44. a first ring gear; 5. a second planetary gear mechanism; 51. a second sun gear; 52. a second planet wheel; 53. a second carrier; 54. a second ring gear; 6. an input shaft; 7. an output shaft; 8. a first engagement and disengagement means; 9. a second engagement and disengagement means; 10. a third engagement and disengagement means; 20. a differential; 30. a first stationary member; 40. a second stationary member; 50. a first half shaft; 60. a second half shaft; 70. a first wheel; 80. a second wheel; 90. damping element.

Detailed Description

In order to make the technical problems, technical schemes and beneficial effects solved by the utility model more clear, the utility model is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the utility model.

The hybrid power driving system provided by the embodiment of the utility model comprises an engine, a first motor, a second motor, a first planetary gear mechanism, a second planetary gear mechanism, an input shaft, an output shaft, a first engagement and disengagement device, a second engagement and disengagement device, a third engagement and disengagement device and a differential mechanism; the first planetary gear mechanism comprises a first input element, a first output element and a first intermediate element, and the second planetary gear mechanism comprises a second input element, a second output element and a second intermediate element; the motor shaft of the first motor is connected with the first input element, the motor shaft of the second motor is connected with the second input element, one end of the input shaft is connected with the engine, the other end of the input shaft is connected with the first output element, the first middle element is connected to a first static part, one end of the output shaft is connected with the differential mechanism, and the other end of the output shaft is connected with the second output element; the input shaft is coaxial with the output shaft, and the first engagement and disengagement device is connected between the input shaft and the output shaft and used for selectively engaging or disengaging the input shaft and the output shaft; the second engagement and disengagement means is connected between the second input element and the second output element for selectively engaging or disengaging the second input element and the second output element; the third engagement and disengagement means is connected between the second intermediate element and the second stationary member for selectively engaging or disengaging the second intermediate element from the second stationary member.

In some embodiments, the first stationary component is a housing of a first motor and the second stationary component is a housing of a second motor, the housing of the first motor being disposed independently of the housing of the second motor.

In other embodiments, the housing of the first motor is the same component as the housing of the second motor, and the first stationary component and the second stationary component are common housings for the first motor and the second motor.

In other embodiments, the first stationary component and the second stationary component may also be other relatively stationary components on the vehicle body. The first stationary member and the second stationary member may be the same member or may be different members.

In some embodiments, the first motor is coaxially arranged with the input shaft, the motor shaft of the first motor is a hollow shaft, the input shaft passes through the motor shaft of the first motor, and the motor shaft of the first motor is coaxially connected with the first input element.

In some embodiments, the second motor is coaxially arranged with the output shaft, the motor shaft of the second motor is a hollow shaft, the output shaft passes through the motor shaft of the second motor, and the motor shaft of the second motor is coaxially connected with the second input element.

In some embodiments, an end of the motor shaft of the second motor passing through the second input element, and the second engagement and disengagement device is connected to an end of the motor shaft of the second motor passing out of the second input element to be connected to the second input element through the motor shaft of the second motor.

In some embodiments, the hybrid drive system further comprises a shock absorbing element connected between the engine and the input shaft, the shock absorbing element being a single mass flywheel or a dual mass flywheel.

In other embodiments, the hybrid drive system further includes a shock absorbing element connected between the engine and the input shaft, the shock absorbing element being a torsional shock absorber.

In other embodiments, the hybrid drive system further includes a damper element connected between the engine and the input shaft, the damper element being a torque converter.

In some embodiments, the first engagement and disengagement device is a clutch or synchronizer, the second engagement and disengagement device is a clutch or synchronizer, and the third engagement and disengagement device is a clutch, synchronizer, or brake.

In some embodiments, the clutch is a wet multiplate clutch. The use of a wet multiplate clutch is more reliable than a dry multiplate clutch.

In some embodiments, the first planetary gear mechanism is a single row of first sun gears, first planet carriers, and first ring gears; one of the first sun gear, the first planet carrier and the first gear ring, which is connected with a motor shaft of the first motor, is the first input element, one of the first sun gear, the first planet carrier and the first gear ring, which is connected with the input shaft, is the first output element, and one of the first sun gear, the first planet carrier and the first gear ring, which is other than the first input element and the first output element, is the first intermediate element; the second planetary gear mechanism is a single planetary gear set comprising a second sun gear, a second planet carrier and a second gear ring, one of the second sun gear, the second planet carrier and the second gear ring, which is connected with a motor shaft of the second motor, is the second input element, one of the second sun gear, the second planet carrier and the second gear ring, which is connected with the output shaft, is the second output element, and one of the second sun gear, the second planet carrier and the second gear ring, which is not the second input element and the second output element, is the second intermediate element.

In some embodiments, the first sun gear is the first input member, the first carrier is the first output member, and the first ring gear is the first intermediate member.

In other embodiments, the first sun gear is the first input member, the first ring gear is the first output member, and the first carrier is the first intermediate member.

In other embodiments, the first carrier is the first input member, the first ring gear is the first output member, and the first sun gear is the first intermediate member.

In other embodiments, the first carrier is the first input member, the first sun gear is the first output member, and the first ring gear is the first intermediate member.

In other embodiments, the first ring gear is the first input member, the first sun gear is the first output member, and the first carrier is the first intermediate member.

In other embodiments, the first ring gear is the first input member, the first carrier is the first output member, and the first sun gear is the first intermediate member.

In some embodiments, the second sun gear is the second input member, the second planet carrier is the second output member, and the second ring gear is the second intermediate member.

In other embodiments, the second sun gear is the second input member, the second ring gear is the second output member, and the second planet carrier is the second intermediate member.

In other embodiments, the second carrier is the second input member, the second ring gear is the second output member, and the second sun gear is the second intermediate member.

In other embodiments, the second carrier is the second input member, the second sun gear is the second output member, and the second ring gear is the second intermediate member.

In other embodiments, the second ring gear is the second input member, the second sun gear is the second output member, and the second carrier is the second intermediate member.

In other embodiments, the second ring gear is the second input member, the second carrier is the second output member, and the second sun gear is the second intermediate member.

In some embodiments, the hybrid drive system has a pure electric 1-gear mode, a pure electric 2-gear mode, a series range-extended 1-gear mode, a series range-extended 2-gear mode, a parallel hybrid 1-gear mode, a parallel hybrid 2-gear mode, and an engine direct drive mode; the first engagement and disconnection device is disconnected, the second engagement and disconnection device is disconnected, the third engagement and disconnection device is engaged, the second motor is driven, the engine and the first motor stop working, and the hybrid power driving system enters a pure electric 1-gear mode; the first engagement and disconnection device is disconnected, the second engagement and disconnection device is engaged, the third engagement and disconnection device is disconnected, the second motor is driven, the engine and the first motor stop working, and the hybrid power driving system enters a pure electric 2-gear mode; the first engagement and disengagement device is disengaged, the second engagement and disengagement device is disengaged, the third engagement and disengagement device is engaged, the second motor is driven, the engine drives the first motor to generate power, and the hybrid power driving system enters a series range-extending 1-gear mode; the first engagement and disengagement device is disengaged, the second engagement and disengagement device is engaged, the third engagement and disengagement device is disengaged, the second motor is driven, the engine drives the first motor to generate power, and the hybrid power driving system enters a series range-extending 2-gear mode; the first engagement and disengagement device is engaged, the second engagement and disengagement device is disengaged, the third engagement and disengagement device is engaged, the second motor and the engine are driven, the first motor generates electricity or idles, and the hybrid power driving system enters a parallel hybrid power 1-gear mode; the first engagement and disengagement device is engaged, the second engagement and disengagement device is engaged, the third engagement and disengagement device is disengaged, the second motor and the engine are driven, the first motor generates electricity or idles, and the hybrid power driving system enters a parallel hybrid 2-gear mode; the first engagement and disengagement device is engaged, the second engagement and disengagement device is disengaged, the third engagement and disengagement device is disengaged, the engine is driven, the first motor is idle, the second motor is idle, and the hybrid drive system enters an engine direct drive mode.

In some embodiments, the hybrid drive system has a first braking energy recovery mode, a second braking energy recovery mode, and a park power generation mode; the first engagement and disengagement device is disengaged, the second engagement and disengagement device is disengaged, the third engagement and disengagement device is engaged, the engine and the first motor stop working, the second motor generates electricity, and the hybrid power driving system enters a first braking energy recovery mode; the first engagement and disengagement device is disengaged, the second engagement and disengagement device is engaged, the third engagement and disengagement device is disengaged, the engine and the first motor stop working, the second motor generates electricity, and the hybrid power driving system enters a second braking energy recovery mode; when the vehicle is parked, the first engagement and disengagement device is disengaged, the second motor stops working, the engine drives the first motor to generate electricity, and the hybrid power driving system enters a parking electricity generation mode.

According to the hybrid power driving system and the vehicle, a plurality of driving modes can be realized by controlling the working states of the engine, the first motor and the second motor and selectively engaging or disengaging the first engaging and disengaging device, the second engaging and disengaging device and the third engaging and disengaging device. For example, a pure electric 1-gear mode, a pure electric 2-gear mode, a series range-extended 1-gear mode, a series range-extended 2-gear mode, a parallel hybrid 1-gear mode, a parallel hybrid 2-gear mode, an engine direct-drive mode and the like can be realized. And under the mode that the second motor participates in driving, the second motor can have two 2 gear positions, so that the hybrid power driving system is suitable for urban working conditions and small and medium-sized vehicle types, and can take into account the dynamic property and economical efficiency of the whole vehicle.

In addition, in the mode switching process, the second motor can participate in driving, power interruption does not exist, and driving experience is good.

In addition, the first motor can increase speed and torque through the first planetary gear mechanism, and the size of the first motor can be effectively reduced.

In addition, the hybrid power driving system can cover HEV (hybrid electric vehicle) models and PHEV (hybrid electric vehicle) models, and has good platformization.

In addition, the hybrid power driving system can also realize a first braking energy recovery mode, a second braking energy recovery mode and a parking power generation mode.

The following describes in detail a hybrid driving system provided by an embodiment of the present utility model with reference to fig. 1 and 2.

First embodiment

As shown in fig. 1, a hybrid drive system provided in a first embodiment of the utility model includes an engine 1, a first motor 2, a second motor 3, a first planetary gear mechanism 4, a second planetary gear mechanism 5, an input shaft 6, an output shaft 7, a first engagement/disengagement device 8, a second engagement/disengagement device 9, a third engagement/disengagement device 10, and a differential 20.

The first planetary gear mechanism 4 is a single row of first sun gears 41, first planet gears 42, first planet carriers 43 and first ring gears 44; the first sun gear 41 is connected to the motor shaft 21 of the first electric motor 2 to constitute the first input element, the first carrier 43 is connected to the input shaft 6 to constitute the first output element, and the first ring gear 44 is the first intermediate element.

The second planetary gear mechanism 5 is a single planetary gear set comprising a second sun gear 51, a second planet gear 52, a second planet carrier 53 and a second gear ring 54; the second sun gear 51 is connected to the motor shaft 31 of the second electric motor 3 to constitute the second input member, the second ring gear 54 is connected to the output shaft 7 to constitute the second output member, and the second carrier 53 is the second intermediate member.

One end of the input shaft 6 is connected to the engine 1, the other end is connected to the first output element (first carrier 43), the first intermediate element (first ring gear 44) is connected to the first stationary member 30, one end of the output shaft 7 is connected to the differential 20, and the other end is connected to the second output element (second ring gear 54); the input shaft 6 is coaxial with the output shaft 7, and the first engagement and disengagement means 8 is connected between the input shaft 6 and the output shaft 7 for selectively engaging or disengaging the input shaft 6 and the output shaft 7. That is, the input shaft 6 is power-coupled to the output shaft 7 when the first engagement/disengagement means 8 is engaged, and the input shaft 6 is power-disconnected from the output shaft 7 when the first engagement/disengagement means 8 is disengaged.

The two ends of the differential 20 are respectively connected with a first half shaft 50 and a second half shaft 60, the outer end of the first half shaft 50 is connected with a first wheel 70, and the outer end of the second half shaft 60 is connected with a second wheel 80. One of the first wheel 70 and the second wheel 80 is a left wheel, and the other is a right wheel.

The second engagement and disengagement device 9 is connected between the second input member (second sun gear 51) and the second output member (second ring gear 54) for selectively engaging or disengaging the second input member (second sun gear 51) and the second output member (second ring gear 54); the third engagement and disengagement means 10 is connected between the second intermediate element (second carrier 43) and the second stationary member 40 for selectively engaging or disengaging the second intermediate element (second carrier 43) and the second stationary member 40. Thus, when the second engagement/disengagement device 9 is engaged and the third engagement/disengagement device 10 is disengaged, the second planetary gear mechanism 5 rotates as a whole, and the speed ratio of the second planetary gear mechanism 5 is 1. When the second engagement and disengagement means 9 is disengaged and the third engagement and disengagement means 10 is engaged, the speed ratio of the second planetary gear mechanism 5 is not 1. That is, by controlling the engagement or disengagement of the second engagement and disengagement means 9, 10, two different speed ratios of the second planetary gear mechanism 5 can be achieved. Thus, the second motor 3 has two gears when driven.

The first stationary member 30 is a housing of the first motor 2, and the second stationary member 40 is a housing of the second motor 3, the housing of the first motor 2 being provided independently of the housing of the second motor 3. Alternatively, the housing of the first motor 2 and the housing of the second motor 3 are the same member, and the first stationary member 30 and the second stationary member 40 are common housings of the first motor 2 and the second motor 3. Alternatively, the first stationary member 30 and the second stationary member 40 are other relatively stationary components of the vehicle body, such as the transmission housing. The first stationary member 30 and the second stationary member 40 may be the same member or may be different members.

The first motor 2 and the input shaft 6 are coaxially arranged, a motor shaft 21 of the first motor 2 is a hollow shaft, the input shaft 6 penetrates through the motor shaft 21 of the first motor 2, and the motor shaft 21 of the first motor 2 is coaxially connected with the first input element (first sun gear 41).

The second motor 3 is coaxially arranged with the output shaft 7, a motor shaft 31 of the second motor 3 is a hollow shaft, the output shaft 7 passes through the motor shaft 31 of the second motor 3, and the motor shaft 31 of the second motor 3 is coaxially connected with the second input element (the second sun gear 51). Thus, the engine 1, the first motor 2, the second motor 3, the first planetary gear mechanism 4, the second planetary gear mechanism 5, the input shaft 6, and the output shaft 7 are coaxially arranged.

One end of the motor shaft 31 of the second motor 3 passing through the second input element (second sun gear 51) is connected to an end of the motor shaft 31 of the second motor 3 passing out of the second input element (second sun gear 51) to be connected with the second input element (second sun gear 51) through the motor shaft 31 of the second motor 3.

The hybrid drive system further comprises a damper element 90 connected between the engine 1 and the input shaft 6, the damper element 90 being a single mass flywheel, a dual mass flywheel, a torsional damper or a torque converter.

The first engagement and disengagement means 8 are clutches, the second engagement and disengagement means 9 are clutches, and the third engagement and disengagement means 10 are brakes. The clutch may be a wet multiplate clutch, which is more reliable than a dry multiplate clutch.

Of course, synchronizers may be used in place of clutches or brakes.

The hybrid drive system of the first embodiment of the utility model can realize a plurality of drive modes by controlling the operating states of the engine 1, the first electric motor 2, and the second electric motor 3, and selectively engaging or disengaging the first engagement/disengagement means 8, the second engagement/disengagement means 9, and the third engagement/disengagement means 10. For example, a pure electric 1-gear mode, a pure electric 2-gear mode, a series range-extended 1-gear mode, a series range-extended 2-gear mode, a parallel hybrid 1-gear mode, a parallel hybrid 2-gear mode, an engine direct-drive mode and the like can be realized. In addition, under the mode that the second motor 3 participates in driving, the second motor 3 can have two 2 gears, so that the hybrid power driving system is suitable for urban working conditions and small and medium-sized vehicle types, and can give consideration to the dynamic property and economical efficiency of the whole vehicle.

In addition, in the mode switching process, the second motor 3 can participate in driving, power interruption does not exist, and driving experience is good. The first motor 2 can increase speed and torque through the first planetary gear mechanism 4, and the volume of the first motor 2 can be effectively reduced. The hybrid power driving system can cover HEV (hybrid electric vehicle) models and PHEV (hybrid electric vehicle) models, and has good platformization.

Control in each drive mode is shown in table 1 below:

TABLE 1

In table 1, "/" indicates no operation.

The power transmission in each drive mode is specifically as follows:

(1) Pure electric 1-gear mode

The first engagement and disengagement device 8 is disengaged, the second engagement and disengagement device 9 is disengaged, the third engagement and disengagement device 10 is engaged, the second motor 3 is driven, the engine 1 and the first motor 2 stop working, and the hybrid power driving system enters a pure electric 1-gear mode. At this time, the power transmission route is: the second electric machine 9-the second sun gear 51-the second planet gears 52-the second ring gear 54-the output shaft 7-the differential 20.

(2) Pure electric 2-gear mode

The first engagement and disengagement device 8 is disengaged, the second engagement and disengagement device 9 is engaged, the third engagement and disengagement device 10 is disengaged, the second motor 3 is driven, the engine 1 and the first motor 2 stop working, and the hybrid power driving system enters a pure electric 2 gear mode. At this time, the power transmission route is: the second electric machine 9-the second planetary gear mechanism 5 (integral revolution) -the output shaft 7-the differential 20.

(3) Series range-extending 1-gear mode

The first engagement and disengagement device 8 is disengaged, the second engagement and disengagement device 9 is disengaged, the third engagement and disengagement device 10 is engaged, the second motor 3 is driven, the engine 1 drives the first motor 2 to generate electricity, and the hybrid power driving system enters a series range-increasing 1-gear mode. At this time, the power transmission route is: the second electric machine 9-the second sun gear 51-the second planet gears 52-the second ring gear 54-the output shaft 7-the differential 20.

(4) Series range-extended 2-gear mode

The first engagement and disengagement device 8 is disengaged, the second engagement and disengagement device 9 is engaged, the third engagement and disengagement device 10 is disengaged, the second motor 3 is driven, the engine 1 drives the first motor 2 to generate electricity, and the hybrid power driving system enters a series range-increasing 2-gear mode. At this time, the power transmission route is: the second electric machine 9-the second planetary gear mechanism 5 (integral revolution) -the output shaft 7-the differential 20.

(5) Parallel hybrid 1-gear mode

The first engagement and disengagement device 8 is engaged, the second engagement and disengagement device 9 is disengaged, the third engagement and disengagement device 10 is engaged, the second motor 3 is driven, the engine 1 is driven, the first motor 2 generates electricity or idles, and the hybrid power driving system enters a parallel hybrid power 1-gear mode. At this time, the power transmission route is divided into two, the first one is: the second electric machine 9-the second sun gear 51-the second planet gears 52-the second ring gear 54-the output shaft 7-the differential 20; the second strip is: engine 1-input shaft 6-first engagement and disengagement means 8-output shaft 7-differential 20.

(6) Parallel hybrid 2-gear mode

The first engagement and disengagement device 8 is engaged, the second engagement and disengagement device 9 is engaged, the third engagement and disengagement device 10 is disengaged, the second motor 3 is driven, the engine 1 is driven, the first motor 2 generates electricity or idles, and the hybrid power driving system enters a parallel hybrid 2-gear mode. At this time, the power transmission route is divided into two, the first one is: the second electric machine 9-the second planetary gear mechanism 5 (integral revolution) -the output shaft 7-the differential 20; the second strip is: engine 1-input shaft 6-first engagement and disengagement means 8-output shaft 7-differential 20.

(7) Engine direct drive mode

The first engagement and disengagement means 8 is engaged, the second engagement and disengagement means 9 is disengaged, the third engagement and disengagement means 10 is disengaged, the engine 1 is driven, the first electric motor 2 is idling, the second electric motor 3 is idling, and the hybrid drive system enters an engine direct drive mode. At this time, the power transmission route is: engine 1-input shaft 6-first engagement and disengagement means 8-output shaft 7-differential 20.

(8) First braking energy recovery mode

The first engagement and disengagement device 8 is disengaged, the second engagement and disengagement device 9 is disengaged, the third engagement and disengagement device 10 is engaged, the engine 1 and the first motor 2 stop working, the second motor 3 generates electricity, and the hybrid power drive system enters a first braking energy recovery mode. At this time, the braking energy recovery route is: wheel differential 20, output shaft 7, second ring gear 54, second planet gears 52, second sun gear 51, and second electric machine 3.

(9) Second braking energy recovery mode

The first engagement and disengagement device 8 is disengaged, the second engagement and disengagement device 9 is engaged, the third engagement and disengagement device 10 is disengaged, the engine 1 and the first motor 2 stop working, the second motor 3 generates electricity, and the hybrid power drive system enters a first braking energy recovery mode. At this time, the braking energy recovery route is: wheel-differential 20-output shaft 7-second planetary gear 5 (overall revolution) -second electric machine 3.

(10) Parking power generation mode

The first engagement and disengagement device 8 is disengaged, the second motor 3 stops working, the engine 1 drives the first motor 2 to generate electricity, and the hybrid power drive system enters a parking electricity generation mode. At this time, the power transmission route is: engine 1-input shaft 6-first sun gear 41-first electric machine 2.

In addition, in the mode in which the second electric machine 3 alone drives the vehicle (the drive-only 1 st gear mode, the drive-only 2 nd gear mode), the disconnection of the first engagement disconnection device 8 can cut off the connection of the engine 1 and the wheel end, reduce the drag torque, and improve the transmission efficiency.

Second embodiment

Fig. 2 shows a hybrid drive system according to a second embodiment of the present utility model, which is different from the first embodiment in that the first sun gear 41 is the first input element, the first ring gear 44 is the first output element, and the first carrier 43 is the first intermediate element.

The second embodiment can also realize a pure electric drive 1-gear mode, a pure electric drive 2-gear mode, a series range-extended 1-gear mode, a series range-extended 2-gear mode, a parallel hybrid 1-gear mode, a parallel hybrid 2-gear mode, an engine direct drive mode, a first braking energy recovery mode, a second braking energy recovery mode, a parking power generation mode and the like of the first embodiment. The second embodiment is similar to the first embodiment in terms of the procedure for realizing the above mode.

In addition, the embodiment of the utility model also provides a vehicle, which comprises the hybrid power driving system of the embodiment.

The foregoing description of the preferred embodiments of the utility model is not intended to be limiting, but rather is intended to cover all modifications, equivalents, and alternatives falling within the spirit and principles of the utility model.

Claims (14)

1. The hybrid power driving system is characterized by comprising an engine, a first motor, a second motor, a first planetary gear mechanism, a second planetary gear mechanism, an input shaft, an output shaft, a first engagement and disengagement device, a second engagement and disengagement device, a third engagement and disengagement device and a differential mechanism;

the first planetary gear mechanism comprises a first input element, a first output element and a first intermediate element, and the second planetary gear mechanism comprises a second input element, a second output element and a second intermediate element; the motor shaft of the first motor is connected with the first input element, the motor shaft of the second motor is connected with the second input element, one end of the input shaft is connected with the engine, the other end of the input shaft is connected with the first output element, the first middle element is connected to a first static part, one end of the output shaft is connected with the differential mechanism, and the other end of the output shaft is connected with the second output element; the input shaft is coaxial with the output shaft, and the first engagement and disengagement device is connected between the input shaft and the output shaft and used for selectively engaging or disengaging the input shaft and the output shaft;

The second engagement and disengagement means is connected between the second input element and the second output element for selectively engaging or disengaging the second input element and the second output element;

the third engagement and disengagement means is connected between the second intermediate element and the second stationary member for selectively engaging or disengaging the second intermediate element from the second stationary member.

2. The hybrid drive system of claim 1, wherein the first motor is coaxially disposed with the input shaft, the motor shaft of the first motor is a hollow shaft, the input shaft passes through the motor shaft of the first motor, and the motor shaft of the first motor is coaxially connected with the first input member.

3. The hybrid drive system of claim 2, wherein the second motor is coaxially disposed with the output shaft, the motor shaft of the second motor being a hollow shaft, the output shaft passing through the motor shaft of the second motor, the motor shaft of the second motor being coaxially connected with the second input member.

4. A hybrid drive system as set forth in claim 3 wherein the motor shaft of the second motor passes through the second input member, and one end of the second engagement and disengagement means is connected to an end of the motor shaft of the second motor that passes out of the second input member to be connected to the second input member through the motor shaft of the second motor.

5. The hybrid drive system of claim 1, further comprising a damper element connected between the engine and the input shaft, the damper element being a single mass flywheel, a dual mass flywheel, a torsional damper, or a torque converter.

6. The hybrid drive system of claim 1, wherein the first engagement and disengagement device is a clutch or synchronizer, the second engagement and disengagement device is a clutch or synchronizer, and the third engagement and disengagement device is a clutch, synchronizer, or brake.

7. The hybrid drive system according to any one of claims 1-6, wherein the first planetary gear mechanism is a single row of first sun gears, first planet gears, first carrier, and first ring gears;

one of the first sun gear, the first planet carrier and the first gear ring, which is connected with a motor shaft of the first motor, is the first input element, one of the first sun gear, the first planet carrier and the first gear ring, which is connected with the input shaft, is the first output element, and one of the first sun gear, the first planet carrier and the first gear ring, which is other than the first input element and the first output element, is the first intermediate element;

The second planetary gear mechanism is a single planetary gear set comprising a second sun gear, a second planet carrier and a second gear ring, one of the second sun gear, the second planet carrier and the second gear ring, which is connected with a motor shaft of the second motor, is the second input element, one of the second sun gear, the second planet carrier and the second gear ring, which is connected with the output shaft, is the second output element, and one of the second sun gear, the second planet carrier and the second gear ring, which is not the second input element and the second output element, is the second intermediate element.

8. The hybrid drive system of claim 1, wherein the hybrid drive system has a drive-only 1 gear mode and a drive-only 2 gear mode;

the first engagement and disconnection device is disconnected, the second engagement and disconnection device is disconnected, the third engagement and disconnection device is engaged, the second motor is driven, the engine and the first motor stop working, and the hybrid power driving system enters a pure electric 1-gear mode;

the first engagement and disconnection device is disconnected, the second engagement and disconnection device is engaged, the third engagement and disconnection device is disconnected, the second motor is driven, the engine and the first motor stop working, and the hybrid power driving system enters a pure electric 2-gear mode.

9. The hybrid drive system of claim 1, wherein the hybrid drive system has a series range-extending 1-gear mode and a series range-extending 2-gear mode;

the first engagement and disengagement device is disengaged, the second engagement and disengagement device is disengaged, the third engagement and disengagement device is engaged, the second motor is driven, the engine drives the first motor to generate power, and the hybrid power driving system enters a series range-extending 1-gear mode;

the first engagement and disengagement device is disengaged, the second engagement and disengagement device is engaged, the third engagement and disengagement device is disengaged, the second motor is driven, the engine drives the first motor to generate power, and the hybrid power driving system enters a series range-extending 2-gear mode.

10. The hybrid drive system of claim 1, wherein the hybrid drive system has a parallel hybrid 1-speed mode and a parallel hybrid 2-speed mode;

the first engagement and disengagement device is engaged, the second engagement and disengagement device is disengaged, the third engagement and disengagement device is engaged, the second motor and the engine are driven, the first motor generates electricity or idles, and the hybrid power driving system enters a parallel hybrid power 1-gear mode;

The first engagement and disengagement device is engaged, the second engagement and disengagement device is engaged, the third engagement and disengagement device is disengaged, the second motor and the engine are driven, the first motor generates electricity or idles, and the hybrid power driving system enters a parallel hybrid 2-gear mode.

11. The hybrid drive system of claim 1, wherein the hybrid drive system has an engine direct drive mode;

the first engagement and disengagement device is engaged, the second engagement and disengagement device is disengaged, the third engagement and disengagement device is disengaged, the engine is driven, the first motor is idle, the second motor is idle, and the hybrid drive system enters an engine direct drive mode.

12. The hybrid drive system of claim 1, wherein the hybrid drive system has a first braking energy recovery mode and a second braking energy recovery mode;

the first engagement and disengagement device is disengaged, the second engagement and disengagement device is disengaged, the third engagement and disengagement device is engaged, the engine and the first motor stop working, the second motor generates electricity, and the hybrid power driving system enters a first braking energy recovery mode;

The first engagement and disengagement device is disengaged, the second engagement and disengagement device is engaged, the third engagement and disengagement device is disengaged, the engine and the first motor stop working, the second motor generates electricity, and the hybrid power driving system enters a second braking energy recovery mode.

13. The hybrid drive system of claim 1, wherein the hybrid drive system has a park power generation mode;

when the vehicle is parked, the first engagement and disengagement device is disengaged, the second motor stops working, the engine drives the first motor to generate electricity, and the hybrid power driving system enters a parking electricity generation mode.

14. A vehicle comprising the hybrid drive system of any one of claims 1-13.

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