WO2011022940A1 - 混合动力车的动力系统 - Google Patents

混合动力车的动力系统 Download PDF

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Publication number
WO2011022940A1
WO2011022940A1 PCT/CN2010/001283 CN2010001283W WO2011022940A1 WO 2011022940 A1 WO2011022940 A1 WO 2011022940A1 CN 2010001283 W CN2010001283 W CN 2010001283W WO 2011022940 A1 WO2011022940 A1 WO 2011022940A1
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WO
WIPO (PCT)
Prior art keywords
motor
planetary
engine
gear
lock
Prior art date
Application number
PCT/CN2010/001283
Other languages
English (en)
French (fr)
Inventor
李书福
杨健
张彤
余卫
马智涛
于海生
Original Assignee
上海华普国润汽车有限公司
浙江吉利控股集团有限公司
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by 上海华普国润汽车有限公司, 浙江吉利控股集团有限公司 filed Critical 上海华普国润汽车有限公司
Priority to EP10811107.1A priority Critical patent/EP2472144B1/en
Priority to JP2012525853A priority patent/JP5784606B2/ja
Priority to KR1020127004909A priority patent/KR101700676B1/ko
Publication of WO2011022940A1 publication Critical patent/WO2011022940A1/zh
Priority to US13/399,197 priority patent/US8382624B2/en

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
    • F16H3/727—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0061—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electrical machines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/16—Dynamic electric regenerative braking for vehicles comprising converters between the power source and the motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
    • F16H3/727—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path
    • F16H3/728—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path with means to change ratio in the mechanical gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
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    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
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    • B60L2240/40—Drive Train control parameters
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    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
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    • B60L2240/423—Torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
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    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
    • F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16H2200/2035—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with two engaging means
    • 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
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • 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
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    • 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
    • Y02T10/64—Electric machine technologies in electromobility
    • 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
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a powertrain for a hybrid vehicle, and more particularly to a powertrain for a hybrid vehicle that uses a dual planetary planetary gear set to couple a power source. Background technique
  • Hybrid Electric Vehicle is an emerging energy-saving and environmentally-friendly vehicle, and its technology and market are in a stage of vigorous development.
  • the biggest difference between a hybrid vehicle and a conventional internal combustion engine vehicle and a pure electric vehicle is the powertrain.
  • the power coupling system combines multiple HEV powers to achieve reasonable power distribution between multiple power sources and deliver power to the transaxle. Therefore, the dynamic coupling system plays an important role in the development of HEV. Its performance is directly related to whether the performance of the HEV vehicle meets the design requirements and is the core part of HEV.
  • the planetary gear set has multiple degrees of freedom, flexible input and output, and is compact, small in size and large in speed ratio. Therefore, it is used by more and more hybrid power coupling systems. This is also the hybrid vehicle today. A trend in the development of powertrains.
  • FIG. 1 A structural schematic diagram of the power system of the Toyota Prius hybrid car is shown in FIG. Its power system includes components such as engine E, motor MG1, motor MG2, and a power coupling system including a single planetary planetary gear set.
  • the engine E is connected to the carrier a of the single planetary planetary gear set through the damper damper, and transmits power to the external yoke c and the sun gear d through the planetary gears b.
  • the outer ring gear c is connected to the output shaft, and the output shaft is connected to the rotor of the motor MG2 through the reduction gear set e. Sun wheel d and electricity
  • the rotor of the machine MG1 is connected.
  • the output shaft transmits power to the wheels through the chain drive final drive g and the differential h.
  • the system transmits most of the torque of the engine E directly to the output shaft, transmits a small part of the torque to the motor MG1 for power generation, and the electric energy generated by the motor MG1 is used for charging the battery according to the instruction, or drives the motor MG2 to increase the driving force.
  • This configuration allows the engine to remain in the high efficiency zone or the low exhaust zone by adjusting the torque and speed of the motor MG1. Furthermore, by adjusting the rotational speed of the various components of the planetary gear set, it can operate like a continuously variable transmission.
  • the two motors MG1, MG2 of the above power system are arranged on both sides of the single planetary planetary gear set and share a set of cooling systems, the motor cooling system is complicated in arrangement, the motor system integration is low, and the planetary gear set The drive shafts on both sides are not equal in length, which is not conducive to the front compartment layout.
  • the motor MG1 and the engine E are arranged side by side on the same side of the planetary gear set, because the distance between the two is relatively close, and the optimal operating temperature of the motor MG1 is 60 ° C, and the optimal operating temperature of the engine E is 90 ° C,
  • the motor MGl will be heated rapidly by the heat dissipation of the engine E, so that the corresponding motor cooling system is often in a high load working state, thereby affecting the efficiency of the whole vehicle.
  • the output shaft reduction gear adopts a multi-stage transmission component including a chain drive system f and a final drive g, which further increases the complexity of the system and improves the system's requirements for space layout.
  • the Chinese patent document CN 101 149094 A discloses a hybrid drive system based on a double planetary planetary gear set, including an internal combustion engine, a motor, a power output, and front and rear planetary gear sets.
  • the carrier of the front planetary gear set is coupled to the ring gear of the rear planetary gear set, and the sun gears of the front and rear planetary gear sets are coupled to the motor shaft, and the engine is selectively coupled to the gear or planet carrier of the front planetary gear set through the clutch.
  • the planet carrier of the rear planetary gear set is connected to the output. Since the front and rear planetary gear sets are arranged side by side, their outer dimensions are large and the structure is not compact enough; since there are only two input shafts and one motor, the control requirements for the motor are relatively high.
  • the invention provides a power system of a hybrid vehicle, which can overcome the planetary gear set reduction ratio range existing in the hybrid system of the prior art, the structure is not compact, the performance of the motor is high, the integration degree of the motor is low, and At least one or more of the insufficiency of the cooling system, and correspondingly have the advantages of compact structure, high transmission efficiency, large reduction ratio range, low performance requirements on the torque of the motor, and simple and easy control of the cooling system. At least one or more.
  • the present invention adopts the following technical solutions.
  • a power system of a hybrid vehicle includes an engine, a first motor, a second motor, and a transmission, the transmission having a dual planetary planetary gear set including a first planetary row and a second planetary row, the engine Arranging on one side of the planetary gear set, the first motor and the second motor are disposed on the other side of the planetary gear set, the first planetary row including a small sun gear, a planet carrier, a short planet gear, and An outer ring gear, the second planetary row includes a large sun gear, a long planetary gear, and the planet carrier shared with the first planetary row, the long planetary gears meshing with a short planetary gear and a large sun gear, respectively
  • the rotating shaft of the large sun gear is rotatably sleeved on the rotating shaft of the small sun gear, the crankshaft of the engine is connected with the planet carrier, the external gears output power, and the rotating shaft of the small sun gear is connected with the rotor of the first motor, small An extension of the rotating shaft of
  • the first motor of the present invention mainly functions as a power generator, and the second motor mainly serves as a driving force, and the double planetary planetary gear set used is improved from a Ravigneaux type gear shifting mechanism. Because it is a four-axis system with three input shafts and one output shaft, it has more control modes than the general single planetary three-axis transmission system, which is beneficial to the torque control of the first motor and the second motor.
  • the engine is always in its best working condition with high efficiency or low emission, which improves the transmission efficiency of the system, reduces emissions and saves energy.
  • the present invention reduces the planetary gear ratio of the second motor, thereby reducing the rotational speed and torque requirements of the second motor.
  • the double planetary transmission mechanism increases the reduction ratio of the system, which simplifies the structure of the final drive.
  • the two planetary rows are integrated into one body, which greatly simplifies the structure and significantly reduces the size of the frame, which is conducive to space. Arrangement. Since the present invention employs an improved Ravigneaux gear shifting mechanism, the first motor and the second motor respectively coupled to the small sun gear and the sun gear can be disposed in the double planetary planetary gear set away from the engine crankshaft.
  • the first motor and the second motor are integrated into one body.
  • the first motor and the second motor are integrated into one body, which simplifies the structure of the cooling system, facilitates control of the cooling system, and is beneficial to improve the reliability and stability of the first motor and the second motor.
  • the number of the short planetary gears and the long planetary gears is three or four, and is equally divided in the circumferential direction, thereby facilitating uniform force of the entire planetary row.
  • the outer ring gear is coupled to a final drive as a gear train to output power, thereby making the overall transmission structure more compact.
  • the other side of the first lock-up clutch is coupled to a housing surrounding the planetary gear set, the first motor and the second motor, and the other side of the second lock-up clutch is coupled to the On the housing.
  • the first lockup clutch is engaged to lock the planet carrier and thereby lock the crankshaft of the engine, and the second motor is in a driven state to start the vehicle.
  • the first lockup clutch is engaged to lock the engine, and the second motor is operated to drive the hybrid vehicle as a power source.
  • the engine, the first motor and the second motor cooperate to output torque while the engine is in an ideal working region, wherein the first motor is used for power generation as needed Or locked, the second motor is used to provide auxiliary power.
  • the outer ring gear is locked, and the engine drives the first motor and/or the second motor to charge the battery.
  • the engine is locked, and the external gear is used as the power input end to drive the first motor and the second motor to generate electricity.
  • the present invention can have the following beneficial effects: (1) The use of the improved Ravigneaux planetary gear transmission mechanism reduces the design of the second motor of the system and (2) By controlling the two motors, the engine always works in the optimal working area, improving the transmission efficiency and reducing the emissions; (3) Locking the first motor through the clutch to avoid working near zero speed, improve (4) In the pure electric drive mode, the engine is locked by the lock-up clutch to avoid engine reversal and simplify system control; (5) the two motors are located on the side of the planetary row away from the engine, and Integration into one, to avoid the impact of engine heat dissipation on the motor, simplify the structure and control of the motor cooling system, and improve the efficiency of the system.
  • DRAWINGS The use of the improved Ravigneaux planetary gear transmission mechanism reduces the design of the second motor of the system and (2) By controlling the two motors, the engine always works in the optimal working area, improving the transmission efficiency and reducing the emissions; (3) Locking the first motor through the clutch to avoid working near zero speed, improve (4) In the
  • Figure 1 is a schematic diagram of the structure of the Toyota Prius hybrid system.
  • FIG. 2 is a structural schematic diagram of a power system of a hybrid vehicle according to the present invention. detailed description
  • Figure 2 illustrates a dual planetary four-axis hybrid power unit in accordance with a preferred embodiment of the present invention.
  • the hybrid system of the present invention mainly includes an engine 1, a first motor 2 and a second motor 3, and a dual planetary planetary gear set 5 that couples these power sources.
  • the housing 20 can enclose the planetary gear set 5, the first motor 2 and the second motor 3, and other related components.
  • the engine 1 is located on the left side of the planetary gear set 5, and the first motor 2 and the second motor 3 are located on the right side of the planetary gear set 5.
  • the above arrangement may vary depending on the needs of the particular application, e.g., the engine 1 is located to the right of the planetary gear set 5, and the first motor 2 and the second motor 3 are located to the left of the planetary gear set 5.
  • the dual planetary planetary gear set 5 can be modified by the Ravigneaux planetary gear mechanism and includes a first planetary row and a second planetary row.
  • the first planetary row includes a small sun gear 6, a planet carrier 7, a short planet gear 8 disposed on the planet carrier 7, and an outer ring gear 9.
  • the short planet gears 8 mesh with the small sun gear 6 and the outer ring gear 9, respectively.
  • the short planetary gears 8 can be arranged in three or four and equally arranged in the circumferential direction. But in other embodiments, as needed It is possible to set different number and arrangement of short planet wheels 8 .
  • the crankshaft 12 of the engine is coupled to the planet carrier 7 via a damper damper 15 and associated shafts, and the external yoke 9 can be coupled to the gear 16 of the differential via a final drive 4 comprised of a gear set.
  • the final drive 4 includes a main reduction gear 17 connected to the outer ring gear 9 between the outer ring gear 9 and the damper damper 15 , a main reduction input gear 18 disposed on the side of the main reduction gear 17 and meshing therewith, And a main reduction output gear 19 coaxially connected to the main reduction input gear 18.
  • the main reduction output gear 19 meshes with the differential gear 16 to output power.
  • the rotating shaft of the small sun gear of the first planetary row is connected to the rotor of the first motor provided on the right side of the double planetary row 5, the extension of the rotating shaft is connected to one side of the second lockup clutch 14, and the second locking The other side of the clutch 14 is coupled to the housing 20.
  • the second lockup clutch 14 is selectively engageable to securely couple the small sun gear to the housing 20.
  • the second planetary row of the planetary gear set 5 includes a large sun gear 10 rotatably disposed outside the rotating shaft of the small sun gear 6, and a long planetary gear 1 1 also disposed on the planet carrier ⁇ of the first planetary row.
  • the long planetary gear 1 1 meshes with the short planetary gear 8 in addition to the large sun gear 10, but does not mesh with the external gear yoke 9.
  • the long planetary gears 1 1 can also be arranged in three or four and equally spaced in the circumferential direction. However, in other embodiments, different numbers and different arrangements of long planet wheels 1 1 may be provided as needed.
  • the rotating shaft of the large sun gear 10 is coupled to the rotor of the second motor 3 disposed between the first motor 2 and the planetary gear set 5.
  • the short planetary axle on the planet carrier 7 for mounting the short planet gear 8 is connected at its right-extending end to one side of the first lock-up clutch 13, and the other side of the first lock-up clutch 13 is fixed to the housing 20 Upper, when the first lock-up clutch 13 is selectively engaged to lock the carrier 7, the engine 1 connected thereto is locked.
  • the power system may include other components, such as a lockup clutch that locks the outer ring gear 9, etc., and will not be described again.
  • the first motor 2 and the second motor 3, which are disposed on the right side of the planetary gear set 5, can be substantially integrated and share a set of cooling systems. It is convenient for its manufacturing and easy to control the cooling system. Compared to other arrangements, the structure of the cooling system is simplified and is not affected by high temperature engines, improving efficiency.
  • the stepless speed change can be realized.
  • the torque input from the three power sources of the engine 1, the second motor 3 and the first motor 2 is coupled by the transmission of the present invention, transmitted to the output end, transmitted to the differential 21 through the final drive 4, and finally transmitted to the wheel. . Therefore, in actual use, the combination of different operating modes and states of the three inputs connected to the three power sources can produce a variety of The same output mode. Below are four typical modes of car start, forward, reverse and parking. Of course, the power system of the present invention can also have other operating states.
  • the electric start is mainly used.
  • the first lockup clutch 13 is used to lock the engine 1.
  • the second motor 3 is in a driving state, and its torque is transmitted to the wheels through the large sun gear 10, the long planetary gears 1 1 , the short planetary gears 8, the outer ring gear 9, the final drive 4 and the differential 21, thereby driving the vehicle to start. .
  • the short planetary gear 8 simultaneously drives the small sun gear 6 to idle.
  • the electromechanical mixing mode can be employed, and the first lockup clutch 14 is used to lock the first motor 2 to release the first lockup clutch 13.
  • the torque of the second motor 3 is transmitted to the wheels through the large sun gear 10, the long planetary gears 1 1 , the short planetary gears 8, the external gears 9, the final drive 4, and the differential 21 to drive the vehicle to start.
  • the short planetary gear 8 drives the carrier 7 to rotate, and the engine 1 is started by the damper damper 17 to charge the battery through the engine 1.
  • the torque and the rotational speed of the output can be changed by changing the torque and the rotational speed of the second motor 3, thereby controlling the acceleration and the vehicle speed of the vehicle.
  • the first lock-up clutch 13 provided on the carrier 7 locks the carrier 7 together with the engine crankshaft 12 connected thereto, thereby preventing the engine crankshaft from being reversed.
  • the complexity of system control during pure electric drive is reduced.
  • the second lock-up clutch 14 can be released and the first motor 2 can be powered.
  • the output end is accelerated, and a part of the torque of the engine 1 is transmitted to the first motor 2 through the small sun gear 6 to generate electricity for charging the battery, thereby
  • the engine 1 can be placed in an ideal working area to improve fuel efficiency.
  • the first lock-up clutch 14 can be used to lock the first motor 2, thereby ensuring that all the torque of the engine is transmitted to the output end to improve the transmission efficiency, and the second motor at this time 3 can be used as an auxiliary power to ensure that the engine 1 is always in optimal working condition to save energy.
  • the present invention locks the first motor 2 through the second lockup clutch 14 provided on the rotating shaft of the first motor 2, thereby preventing the first motor 2 from operating near zero speed, and significantly improving The transmission efficiency of the whole vehicle.
  • the reverse gear of the vehicle can be realized, thereby conveniently controlling the second motor 3 to realize the reverse operation.
  • the parking lock of the car locks the output of the power system, so that the outer ring gear 9 is in the locked state.
  • the first motor 2 and the second motor 3 can be simultaneously in a power generation state, and the torque of the engine 1 is transmitted to the first motor 2 and the second motor 3 through the carrier 7 to generate electricity and used for the battery. Charging.
  • the inertia torque of the car is transmitted to the outer ring gear 9 through the differential 21 and the final drive 4, and the outer ring gear 9 becomes the power input end, which feeds the torque back to the first motor 2
  • the second motor 3 is used for power generation and for charging the battery to recover energy to improve vehicle fuel economy.
  • the above list is only part of the working mode of the usual working mode of the present invention.
  • the present invention employs a dual planetary four-axis transmission mechanism in combination with two lock-up clutches to provide multiple combinations of operating modes and states for multiple inputs and outputs under the same operational principles. Any mode of operation and control based on the teachings of the present invention are not departing from the spirit of the invention.

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Description

混合动力车的动力系统 技术领域
本发明涉及一种混合动力车的动力系统， 具体而言涉及一种用于 混合动力车并采用双行星排式行星齿轮组来耦合动力源的动力系统。 背景技术
由于能源短缺、 公众环保意识的增强和政府法规日趋严格， 环保 的电动汽车和燃料电池汽车便应运而生。 然而由于技术上的种种制约， 上述类型的汽车还难以在短时间内全面推广。 因此， 技术上已经比较 成熟的混合动力车是目前比较理想的一种选择。
混合动力车（HEV)作为一种新兴的节能环保型汽车 ,其技术和市场 处于一种蓬勃发展的阶段。 混合动力车与传统内燃机汽车及纯电动汽 车相比， 最大差别是动力系统。
在并联和混联式 HEV中， 动力耦合系统将 HEV的多个动力组合 在一起， 实现多个动力源间合理的功率分配并把动力传给驱动桥。 因 此， 动力耦合系统在 HEV 开发中处于重要地位， 其性能直接关系到 HEV整车性能是否达到设计要求， 是 HEV最核心部分。
行星轮组具有多自由度、 输入输出灵活可控的特点， 而且结构紧 凑、 体积小、 速比范围大， 因此被越来越多的混合动力车动力耦合系 统所采用， 这也是当今混合动力车动力总成发展的一种趋势。
1997年丰田推出首款混合动力车 Prius, 2005年又推出了搭载最新 第 3代机电混合动力系统的 2006款 Prius,仍采用混联式结构的混合动 力系统 THS， 其中行星齿轮系统对发动机的输出功率进行重新分配， 达到合理平衡发动机负荷的目的。
在附图 1中示出了丰田 Prius混合动力轿车的动力系统的结构原理 图。 其动力系统包括发动机 E、 电机 MG1、 电机 MG2以及包括一个单 行星排式行星齿轮组的动力耦合系统等部件。 在此动力系统中， 发动 机 E通过减震阻尼器与单行星排式行星齿轮组的行星架 a相连， 并通 过行星齿轮 b将动力传递给外齿圏 c和太阳轮 d。外齿圈 c与输出轴相 连， 输出轴通过减速齿轮组 e和电机 MG2的转子相连。 太阳轮 d与电 机 MGl的转子相连。 输出轴通过链传动系统 主减速器 g以及差速 器 h将动力传递给车轮。 该系统将发动机 E大部分转矩直接传递到输 出轴上， 将小部分转矩传给电机 MG1 以用于发电， 电机 MG1发出的 电能根据指令用于电池充电， 或驱动电机 MG2以增加驱动力。 这种结 构可以通过调节电机 MG1的转矩和转速使发动机一直处于高效率区或 低排放区。 此外， 通过调节行星齿轮组各元件的转速， 其可以类似无 级变速器一样工作。
然而， 由于上述动力系统的两个电机 MG1、 MG2布置在单行星排 式行星齿轮组的两侧， 并共用一套冷却系统， 因此电机冷却系统布置 复杂， 电机系统集成度低， 并且行星齿轮组两侧的传动轴不等长， 不 利于前舱布置。 此外， 电机 MG1和发动机 E并排布置于行星齿轮组同 侧， 由于两者距离比较近， 并且电机 MG1的最佳工作温度为 60°C， 而 发动机 E的最佳工作温度为 90°C , 因此电机 MGl会受到发动机 E散 热的影响而快速升温， 使相应的电机冷却系统经常处于高负荷工作状 态， 进而影响整车的效率。
由于上述动力系统采用单行星排式行星齿轮组， 其减速比范围小， 从而要求电机的转速变化范围宽， 对电机转矩的要求高。 所以， 对电 机的制造精度、 转速 /扭矩特性及其动平衡要求十分苛刻。 为了达到足 够的减速比， 输出轴的减速装置采用了包括链传动系统 f、 主减速器 g 的多级传动部件， 进一步加大了系统的复杂性， 提高了系统对空间布 置的要求。
中国专利文献 CN 101 149094A公开了一种基于双行星排式行星齿 轮维的混合动力驱动装置， 包括内燃机、 电机、 动力输出端以及前、 后行星齿轮组。 其中前行星齿轮组的行星架与后行星齿轮组的齿圈相 连接， 前后行星齿轮组的太阳轮共同连接到电机轴上， 发动机通过离 合器可选择地与前行星齿轮组的齿圏或行星架连接， 后行星齿轮组的 行星架与输出端连接。 由于其前、 后行星齿轮组为并排布置， 因此其 外形尺寸较大， 结构不够紧凑； 由于只有二个输入轴和一个电机， 因 此， 对电机的控制要求比较高。
因此， 在本领域中， 存在对混合动力车的动力系统， 尤其是其动 力源耦合结构或者传动装置进行改进的需求。 发明内容
本发明提供一种混合动力车的动力系统， 其可以克服现有技术的 混合动力系统中存在的行星齿轮组减速比范围小、 结构不紧凑、 对电 机性能的要求高、 电机的集成度低以及冷却系统复杂等等不足中的至 少一项或多项， 并相应地具有结构紧凑、 传动效率高、 减速比范围大、 对电机的转矩等性能要求低并且其冷却系统简单易控制等优点中的至 少一项或多项。
为了实现上述目的， 本发明采用以下技术方案。
一种混合动力汽车的动力系统， 包括发动机、 第一电机、 第二电 机和传动装置， 所述传动装置有包括第一行星排和第二行星排的双行 星排式行星齿轮组， 所述发动机布置在所述行星齿轮组的一侧， 所述 第一电机和第二电机布置在所述行星齿轮组的另一侧， 所述第一行星 排包括小太阳轮、 行星架、 短行星轮以及外齿圈， 所述第二行星排包 括大太阳轮、 长行星轮以及与所述第一行星排共用的所述行星架， 所 述长行星轮分别与短行星轮和大太阳轮啮合， 所述大太阳轮的转轴可 转动地套设在所述小太阳轮的转轴上， 发动机的曲轴与行星架连接， 外齿圏输出动力， 小太阳轮的转轴与第一电机的转子相连接， 小太阳 轮的转轴的延伸段连接到第二锁止离合器的一侧以选择性地锁止小太 阳轮的转轴， 大太阳轮的转轴与第二电机转子相连接， 所述行星架连 接到第一锁止离合器的一侧以选择性地锁止行星架。
本发明的第一电机主要起发电作用， 而第二电机则主要起驱动作 用 , 所采用的双行星排行星齿轮组是从拉威挪（ Ravigneaux )式齿轮变 速机构改进而来。 由于是三个输入轴和一个输出轴的四轴系统， 因此， 比一般的单行星排三轴传动系统有更多的控制模式， 有利于通过对第 一电机和第二电机的转矩控制使发动机始终处于其高效率或低排放的 最佳工作状态， 提高系统的传动效率， 降低排放， 节省能源。 与现有 的拉威挪 ( Ravigneaux )式齿轮变速机构相比， 本发明减小了第二电机 所连接的行星轮系传动比， 因而可减小对第二电机的转速和转矩的要 求， 从而有效地降低了第二电机的加工制造难度和生产成本。 此外， 由于采用双行星排传动机构增大了系统的减速比， 从而简化了主减速 器的结构， 而两个行星排集成为一体， 大大简化了结构， 可显著缩小 其外形尺寸， 有利于空间布置。 由于本发明采用了改进的拉威挪 （ Ravigneaux ) 式齿轮变速机构， 因此， 分别与小太阳轮、 太阳轮连接的第一电机和第二电机可设于双 行星排行星齿轮组远离发动机曲轴的一侧， 从而可避免发动机的散热 对第一电机和第二电机的影响； 有利于第一电机和第 电机的集成， 有效简化电机冷却系统的结构和控制， 并提高传动装置的效率， 同时 还可使行星齿轮组两侧的传动轴长度接近， 有利于前舱的布置。
优选地， 所述第一电机和第二电机集成为一体。 所述第一电机和 第二电机集成为一体， 既可简化其冷却系统的结构， 有方便对冷却系 统的控制， 同时有利于提高第一电机以及第二电机的可靠性和稳定性。
优选地， 所述短行星轮与长行星轮的个数为 3个或 4个， 并在圓 周方向上等分排列， 从而有利于整个行星排的受力均匀。
优选地， 所述外齿圈连接到作为齿轮组传动机构的主减速器上以 输出动力， 从而使整个传动装置的结构更为紧凑。
优选地， 所述第一锁止离合器的另一侧连接到包围所述行星齿轮 组、 第一电机和第二电机的壳体上， 所述第二锁止离合器的另一侧连 接到所述壳体上。
优选地， 在所述混合动力车起步时， 第一锁止离合器接合以锁止 所述行星架并由此锁止所述发动机的曲轴， 并且所述第二电机处于驱 动状态以起步车辆。
优选地， 在所述混合动力车处于纯电驱动模式时， 所述第一锁止 离合器接合以锁止发动机， 所述第二电机操作为动力源驱动所述混合 动力车。
优选地， 在所述混合动力车处于混合驱动模式时， 所述发动机、 第一电机和第二电机协作， 以在发动机处于理想工作区域的同时输出 转矩， 其中根据需要第一电机用于发电或被锁止， 第二电机用于提供 辅助动力。
优选地， 在所述混合动力车处于驻车充电状态时， 外齿圈被锁止， 发动机驱动第一电机和 /或第二电机给蓄电池充电。
优选地， 在所述混合动力车处于再生制动状态时， 发动机锁止， 外齿圏作为动力输入端带动第一电机和第二电机发电。
因此， 本发明可以具有如下有益效果： （ 1 ) 采用改进的拉威挪 ( Ravigneaux )式行星齿轮传动机构， 降低了系统对第二电机的设计和 制造要求； （2 )通过对两个电机的控制使发动机始终工作在最佳工作 区域， 提高传动效率， 降低排放； （3 )通过离合器锁止第一电机， 避 免其在零转速附近工作， 提高系统的效率； （4 )在纯电驱动模式下， 通过锁止离合器锁止发动机， 可避免发动机的倒转， 简化系统的控制； ( 5 ) 两个电机设于行星排远离发动机的一侧， 并集成为一体， 避免发 动机的散热对电机的影响， 简化电机冷却系统的结构和控制， 提高系 统的效率。 附图说明
结合附图并参考以下详细描述， 本发明的其他期望特征和特性将 变得明显。 附图中：
图 1是丰田 Prius混合动力系统的结构原理图； 和
图 2是根据本发明的混合动力车的动力系统的结构原理图。 具体实施方式
下面的详细描述本盾上仅是示范性的并且无意限制应用或使用。 此外， 无意被先前技术领域、 背景技术、 简要说明或者以下详细描述 中提出的任何表述的或暗示的理论所约束。
图 2 示出了根据本发明的一个优选实施例的双行星排四轴式混合 动力装置。 在图 2 所示的实施例中， 本发明的混合动力系统主要包括 发动机 1、 第一电机 2和第二电机 3， 以及将这些动力源耦合起来的双 行星排式行星齿轮组 5。 壳体 20可以将行星齿轮组 5、 第一电机 2和 第二电机 3以及其他相关部件封装起来。
在图 2的实施例中， 发动机 1位于行星齿轮组 5的左侧， 而第一 电动机 2和第二电动机 3位于行星齿轮组 5的右侧。 当然， 根据特定 应用的需要， 上述布置可以改变， 例如发动机 1位于行星齿轮组 5的 右侧， 而第一电动机 2和第二电动机 3位于行星齿轮组 5的左侧。
双行星排式行星齿轮组 5 可以由拉威挪行星齿轮机构改进而来， 并且包括第一行星排和第二行星排。 第一行星排包括小太阳轮 6、行星 架 7、 设于行星架 7上的短行星轮 8以及外齿圈 9。 短行星轮 8分别与 小太阳轮 6以及外齿圈 9啮合。 为了受力平衡， 短行星轮 8可以设置 为 3个或 4个， 并在圓周方向等分布置。 但在其他实施例中， 根据需 要可以设置不同数量和不同布置的短行星轮 8。 发动机的曲轴 12通过 一个减震阻尼器 15和相关的轴与行星架 7相连接， 外齿圏 9可以通过 由齿轮组构成的主减速器 4与差速器的齿轮 16相连接。
主减速器 4包括设于外齿圈 9和减震阻尼器 15之间与外齿圈 9相 连接的主减速齿轮 17、设于主减速齿轮 17旁侧并与其啮合的主减速输 入齿轮 18、 和与主减速输入齿轮 18同轴相连接的主减速输出齿轮 19。 主减速输出齿轮 19与差速器齿轮 16啮合输出动力。 第一行星排的小 太阳轮的转轴与设于双行星排 5 右侧的第一电机的转子相连接， 转轴 的延伸段与第二锁止离合器 14的一侧相连接，并且第二锁止离合器 14 的另一侧与壳体 20相连接。 第二锁止离合器 14可以选择性地啮合， 以将小太阳轮固定连接到壳体 20。
行星齿轮组 5的第二行星排包括可转动地套设在小太阳轮 6的转 轴外的大太阳轮 10 和同样设于第一行星排的行星架 Ί 上的长行星轮 1 1。 所述长行星轮 1 1除了与大太阳轮 10啮合外还与短行星轮 8啮合， 但不与外齿圏 9啮合。 与短行星轮 8相同， 长行星轮 1 1也可以设置为 3个或 4个并在圆周方向等分布置。但在其他实施例中， 根据需要可以 设置不同数量和不同布置的长行星轮 1 1。大太阳轮 10的转轴与设于第 一电机 2和行星齿轮组 5之间的第二电机 3的转子相连接。 行星架 7 上用于安装短行星轮 8 的短行星轮轴在其右侧延伸端与第一锁止离合 器 13的一侧相连接 ,第一锁止离合器 13的另一侧则固定在壳体 20上， 当第一锁止离合器 13选择性地接合以锁止行星架 7时， 与其相连接的 发动机 1 即被锁止。 当然， 此动力系统可以包括其他部件， 例如将外 齿圈 9锁止的锁止离合器等， 不再赘述。
同设于行星齿轮组 5右侧的第一电机 2和第二电机 3可以基本上 集成为一体， 并共用一套冷却系统。 既方便其加工制造， 又便于冷却 系统的控制。 相对于其他布置而言， 冷却系统的结构被简化， 并且不 会受到高温的发动机的影响， 提高了效率。
由于本发明动力源的传动装置采用双行星排式行星齿轮组， 可实 现无级变速。 发动机 1、 第二电机 3以及第一电机 2三个动力源输入 的转矩通过本发明的传动装置耦合后传递到输出端，并通过主减速器 4 传递到差速器 21， 最终传递到车轮。 因此， 在实际使用时， 与三个动 力源连接的三个输入端的不同工作模式和状态的组合可以产生多种不 同的输出模式。 下面就汽车在起步、 前进、 倒档和驻车四种典型模式 描述。 当然， 本发明的动力系统也可以有其他工作状态。
起步状态
在起步时， 主要采用电启动。 为了防止发动机 1 倒转， 用第一锁 止离合器 13锁止发动机 1。 第二电机 3处于驱动状态， 其转矩通过大 太阳轮 10、 长行星轮 1 1、 短行星轮 8、 外齿圈 9、 主减速器 4和差速 器 21传递到车轮， 从而带动车辆起步。 短行星轮 8同时带动小太阳轮 6空转。 另外， 当蓄电池的电量不足时， 可采用机电混合模式， 用第二 锁止离合器 14锁止第一电机 2而松开第一锁止离合器 13。 此时， 第 二电机 3的转矩通过大太阳轮 10、 长行星轮 1 1、 短行星轮 8、 外齿圏 9、 主减速器 4和差速器 21传递到车轮以带动车辆起步。 同时短行星 轮 8带动行星架 7转动， 并通过减震阻尼器 17启动发动机 1， 以便通 过发动机 1对蓄电池充电。
前进档状态
如果采用纯电驱动模式， 发动机 1被第一锁止离合器 13锁止， 则 可通过改变第二电机 3 的转矩和转速改变输出端的转矩和转速， 从而 控制车辆的加速度和车速。 本发明的动力系统在处于纯电驱动模式时， 设于行星架 7上的第一锁止离合器 13将行星架 7连同与其连接的发动 机曲轴 12—并锁止， 因而可避免发动机曲轴的倒转， 同时降低纯电驱 动时系统控制的复杂度。
如果采用机电混合模式， 发动机 1 被启动， 则可松开第二锁止离 合器 14, 并使第一电机 2处于发电状态。通过调整第一电机 2和第二 电机 3的转矩， 使输出端加速， 并将发动机 1 的一部分转矩通过小太 阳轮 6传递给第一电机 2发电， 以用于蓄电池的充电， 从而使发动机 1能处于理想的工作区域， 提高燃油效率。 当汽车在机电混合模式下处 于高速行驶状态时， 可用第二锁止离合器 14锁止第一电机 2， 从而保 证发动机全部的转矩传递到输出端， 以提高传动效率， 此时的第二电 机 3则可作为辅助动力， 从而确保发动机 1始终处于最佳工作状态， 以节省能源。
当汽车在高速行驶时， 第一 ^机 2 的转速需控制在零转速附近以 调节发动机的功率输出， 因而第一电机 2 的效率很低， 并且系统的输 出功率与功率需求总是会有一些波动， 并存在一定的滞后性。 这都增 加了控制的难度， 本发明通过设于第一电机 2 的转轴的第二锁止离合 器 14将第一电机 2锁止， 从而避免了第一电机 2工作在零转速附近， 显著地提高整车的传动效率。
倒档状态
采用第一锁止离合器 13锁止发动机 1，并改变第二电机 3的转向， 即可实现汽车的倒档， 从而方便地控制第二电机 3来实现倒档操作。
驻车充电状态
当汽车处于驻车状态时， 汽车的停车锁止装置将动力系统的输出 端锁止， 因此， 此时的外齿圈 9处于锁止状态。 在需要对蓄电池充电 的情况下， 第一电机 2和第二电机 3可以同时处于发电状态， 发动机 1的转矩通过行星架 7分别传递到第一电机 2和第二电机 3发电并用 于蓄电池的充电。
再生制动状态
当汽车在下坡时， 汽车的惯性转矩通过差速器 21、 主减速器 4传 递到外齿圈 9, 此时的外齿圈 9成为动力输入端， 其将转矩反馈给第一 电机 2和第二电机 3用于发电并用于蓄电池的充电， 以回收能量从而 提高车辆燃油经济性。
以上所列只是本发明的常用工作模式的部分工作方式。 本发明采 用双行星排四轴传动机构结合两个锁止离合器， 使其在相同的工作原 理下多个输入端和输出端可有多种工作模式与状态的组合。 任何基于 本发明教导的工作模式和控制方式都没有脱离本发明的精神范畴。

Claims

权 利 要 求
1. 一种混合动力汽车的动力系统，包括发动机（ 1 )、第一电机（2)、 第二电机（3)和传动装置， 所述传动装置设有包括第一行星排和第二 行星排的双行星排式行星齿轮组 （5) ， 所述发动机（ 1 ) 布置在所述 行星齿轮组（5) 的一侧， 所述第一电机（2)和第二电机（3)布置在 所述行星齿轮组（5) 的另一侧， 所述第一行星排包括小太阳轮（6) 、 行星架 （7) 、 短行星轮（8) 以及外齿圈 （9) , 所述第二行星排包括 大太阳轮（ 10) 、 长行星轮 （ 11 ) 以及与所述第一行星排共用的所述 行星架 （7) ， 所述长行星轮（ 11 ) 分别与短行星轮（8 ) 和大太阳轮 ( 10) 啮合， 所述大太阳轮（ 10) 的转轴可转动地套设在所述小太阳 轮（6) 的转轴上， 发动机（ 1 ) 的曲轴（ 12) 与行星架 （7)连接， 外 齿圈 （9)输出动力， 小太阳轮（6) 的转轴与第一电机的转子相连接， 小太阳轮（6) 的转轴的延伸段连接到第二锁止离合器 （ 14) 的一侧以 选择性地锁止小太阳轮（6) 的转轴， 大太阳轮（10) 的转轴与第二电 机转子相连接， 所述行星架 （7)连接到第一锁止离合器 （13) 的一侧 以选择性地锁止行星架 （7) 。
2. 根据权利要求 1所述的动力系统，其特征是，所述第一电机（2) 和第二电机 (3) 集成为一体。
3. 根据权利要求 1或 2所述的动力系统， 其特征是， 所述短行星 轮（8) 与长行星轮（ 11) 的个数为 3个或 4个， 并在圓周方向上等分 排列。
4. 根据权利要求 1或 2所述的动力系统， 其特征是， 所述外齿圈 (9) 连接到作为齿轮组传动机构的主减速器 （4) 上以输出动力。
5. 根据权利要求 Γ或 2所述的动力系统， 其特征是， 所述第一锁 止离合器 （ 13) 的另一侧连接到包围所述行星齿轮组（5) 、 第一电机 (2) 和第二电机（3) 的壳体 （20) 上， 所述第二锁止离合器 （ 14) 的另一侧连接到所述壳体 （20)上。
6. 根据权利要求 1或 2所述的动力系统， 其特征是， 在所述混合 动力车起步时， 第一锁止离合器 （ 13)接合以锁止所述行星架（7)并 由此锁止所述发动机（ 1) 的曲轴 （ 12) ， 并且所述第二电机（3) 处 于驱动状态以起步车辆。
7. 根据权利要求 1或 2所述的动力系统， 其特征是， 在所述混合 动力车处于纯电驱动模式时， 所述第一锁止离合器 （ 13)接合以锁止 发动机（ 1 ) , 所述第二电机（3)操作为动力源驱动所述混合动力车。
8. 根据权利要求 1或 2所述的动力系统， 其特征是， 在所述混合 动力车处于混合驱动模式时， 所述发动机 （ 1 ) 、 第一电机 （2) 和第 二电机（3) 协作， 以在发动机（ 1 ) 处于理想工作区域的同时输出转 矩， 其中根据需要第一电机 （2) 用于发电或被锁止， 第二电机 （3) 用于提供辅助动力。
9. 根据权利要求 1或 2所述的动力系统， 其特征是， 在所述混合 动力车处于驻车充电状态时， 外齿圈 （9)被锁止， 发动机 （ 1 ) 驱动 第一电机（2) 和 /或第二电机（3)给蓄电池充电。
10. 根据权利要求 1或 2所述的动力系统， 其特征是， 在所述混合 动力车处于再生制动状态时， 发动机（ 1) 锁止， 外齿圏 （9)作为动 力输入端带动第一电机（2)和第二电机（3)发电。
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CN106183780B (zh) * 2016-08-30 2023-07-25 上海交通大学 双行星齿轮系双电机同轴耦合驱动系统
CN108263195A (zh) * 2017-10-24 2018-07-10 广西玉柴机器股份有限公司 带跛行系统的两档平行轴式双电机双行星排混合动力总成
CN108263195B (zh) * 2017-10-24 2023-06-23 广西玉柴机器股份有限公司 带跛行系统的两档平行轴式双电机双行星排混合动力总成
CN111976464A (zh) * 2020-08-31 2020-11-24 东风汽车集团有限公司 换挡时利用电机调速的混合动力车辆驱动系统
CN111976464B (zh) * 2020-08-31 2023-09-19 东风汽车集团有限公司 换挡时利用电机调速的混合动力车辆驱动系统

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