WO2015113426A1 - Véhicule et son système de transmission de puissance - Google Patents

Véhicule et son système de transmission de puissance Download PDF

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Publication number
WO2015113426A1
WO2015113426A1 PCT/CN2014/089847 CN2014089847W WO2015113426A1 WO 2015113426 A1 WO2015113426 A1 WO 2015113426A1 CN 2014089847 W CN2014089847 W CN 2014089847W WO 2015113426 A1 WO2015113426 A1 WO 2015113426A1
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WO
WIPO (PCT)
Prior art keywords
output
motor generator
input shaft
gear
shaft
Prior art date
Application number
PCT/CN2014/089847
Other languages
English (en)
Chinese (zh)
Inventor
杨冬生
廉玉波
张金涛
罗红斌
Original Assignee
比亚迪股份有限公司
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
Priority claimed from CN201420058157.5U external-priority patent/CN204055301U/zh
Priority claimed from CN201410044643.6A external-priority patent/CN104276030B/zh
Application filed by 比亚迪股份有限公司 filed Critical 比亚迪股份有限公司
Publication of WO2015113426A1 publication Critical patent/WO2015113426A1/fr

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    • 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
    • B60K6/442—Series-parallel switching 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
    • 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
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/089—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present invention relates to the field of vehicle technology, and in particular to a power transmission system for a vehicle and a vehicle therewith.
  • Hybrid vehicles as one of the new energy vehicles, are driven by engines and/or motors and have multiple modes to improve transmission efficiency and fuel economy.
  • the power transmission system in the hybrid vehicle generally has a complicated structure, a large volume, and a low transmission efficiency, and needs to simultaneously control a plurality of shifting actuators during gear shifting or mode switching, and control
  • the strategy is complex.
  • the present invention aims to solve at least one of the above technical problems in the prior art to some extent.
  • the present invention needs to provide a power transmission system for a vehicle that is compact in structure, high in transmission efficiency, and convenient in control.
  • the present invention is directed to providing a vehicle including the power transmission system described above.
  • a power transmission system for a vehicle includes: an engine unit; a transmission unit adapted to be selectively coupled to the engine unit; a first motor generator, the first a motor generator is coupled to the transmission unit in a power coupling; an output portion adapted to output power from the transmission unit; and a synchronizer configured to be adapted to be in the output portion and the The transmission units are selectively synchronized to output the power through the output to drive the wheels of the vehicle.
  • the power outputted by the engine unit and/or the first motor generator can be output from the output portion by the synchronous action of the synchronizer, which is compact and convenient to control.
  • the first motor generator can adjust the speed of the transmission unit, for example, the speed of the output portion of the first motor generator can be adjusted, and the speed of the transmission unit can be adjusted by the change of the speed, so that the speed of the transmission unit and the output portion is timed.
  • the effective way to quickly match thereby reducing the time required for synchronization, reducing the intermediate energy loss, while also enabling the torque-free engagement of the synchronizer, greatly improving the vehicle's transmission efficiency, synchronization controllability and synchronous real-time.
  • the life of the synchronizer is further extended, thereby reducing the cost of vehicle maintenance.
  • a vehicle that includes a powertrain system for a vehicle as described above.
  • FIG. 1 is a schematic diagram of the principle of a power transmission system according to an embodiment of the present invention.
  • FIG. 2 is a schematic view of a powertrain system in accordance with one embodiment of the present invention.
  • FIG. 3 is a schematic illustration of a powertrain system in accordance with another embodiment of the present invention.
  • FIG. 4 is a schematic illustration of a powertrain system in accordance with yet another embodiment of the present invention.
  • FIG. 5 is a schematic illustration of a powertrain system in accordance with still another embodiment of the present invention.
  • FIG. 6 is a schematic illustration of a powertrain system in accordance with still another embodiment of the present invention.
  • FIG. 7 is a schematic illustration of a powertrain system in accordance with still another embodiment of the present invention.
  • FIG. 8 is a schematic illustration of a powertrain system in accordance with still another embodiment of the present invention.
  • FIG. 9 is a schematic illustration of a powertrain system in accordance with still another embodiment of the present invention.
  • FIG. 10 is a schematic illustration of a powertrain system in accordance with still another embodiment of the present invention.
  • Figure 11 is a schematic illustration of a powertrain system in accordance with yet another embodiment of the present invention.
  • first and second are used for descriptive purposes only, and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, features defining “first” and “second” may include one or more of the features either explicitly or implicitly. Further, in the description of the present invention, the meaning of "a plurality" is two or more unless otherwise specified.
  • a power transmission system 100 which is suitable for use in a vehicle, particularly suitable for use in a hybrid vehicle having an engine unit 1 and a motor generator as a main power source, will be described in detail below with reference to FIGS.
  • a powertrain system 100 may include an engine unit 1, a transmission unit 2a, a first motor generator 41, an output portion 5, and a synchronizer 6.
  • the transmission unit 2a is adapted to be selectively coupled to the engine unit 1 in a power coupling manner.
  • the engine unit 1 can selectively output the power generated by the engine unit 1 to the transmission unit 2a, for example, by a clutch or the like; alternatively, the transmission unit 2a can also output, for example, a starting torque from the first motor generator 41 to the engine unit 1, To start the engine unit 1.
  • the transfer of power between the engine unit 1 and the transmission unit 2a for example by itself or by other components, is referred to as a power coupling connection.
  • the engine unit 1 is characterized in that liquid or gaseous fuel and air are mixed and directly input into the internal combustion of the machine to generate energy, which is then converted into mechanical energy.
  • the engine unit 1 can generally employ a four-stroke gasoline engine or a diesel engine.
  • the engine unit 1 can generally include a body group, a crank linkage mechanism, a supply system, an ignition system, a cooling system, and a lubrication system.
  • the body group is an assembly body of each mechanism and system of the engine unit 1.
  • the crank link mechanism can convert the linear reciprocating motion of the piston into the rotational motion of the crankshaft and can output power.
  • the valve train is used for timing intake and exhaust to ensure smooth operation of each cycle of the engine unit 1.
  • the supply system can supply the oil and gas mixture to the cylinder for combustion.
  • the cooling system is used to cool the engine unit 1 to ensure that the operating temperature of the engine unit 1 is within a suitable temperature range.
  • the lubrication system is used to lubricate the various motion pairs within the engine unit 1 to reduce wear and energy losses.
  • the first motor generator 41 is coupled to the transmission unit 2a in a power coupling manner.
  • the first motor generator 41 cooperates with the transmission unit 2a, that is, the first motor generator 41 can drive the transmission unit 2a, and the transmission unit 2a can also drive the first motor generator 41 in reverse.
  • the engine unit 1 may output at least a portion of the generated power to the first motor generator 41 through the transmission unit 2a, at which time the first motor generator 41 may generate electricity and may convert mechanical energy into electrical energy and store it in an energy storage component such as In the battery pack.
  • the first motor generator 41 can convert electrical energy from the battery pack into mechanical energy, and can be output to the output portion 5 through the transmission unit 2a to drive the vehicle.
  • the first motor generator 41 is a motor having a motor and a generator function, and in the description of the "motor generator” of the present invention, this is understood unless otherwise specified.
  • the output portion 5 is configured to transmit power that is shifted through the transmission unit 2a to the wheels 200 of the vehicle.
  • the output portion 5 is adapted to output power from the transmission unit 2a.
  • the synchronizer 6 is arranged to be selectively synchronizeable between the output 5 and the transmission unit 2a to output power through the output 5 to drive the wheels 200 of the vehicle.
  • the action of the synchronizer 6 may be the final synchronizing output portion 5 and the transmission unit 2a, that is, after the synchronizing action of the synchronizer 6, the output portion 5 can be synchronized with the transmission unit 2a, so that the output portion 5 serves as a power output end.
  • the power output of the transmission unit 2a is output.
  • the transmission unit 2a and the output unit are not synchronized. At 5 o'clock, the power of the transmission unit 2a cannot be directly outputted to the wheel 200 (through the output portion 5).
  • the synchronizer 6 serves the purpose of power switching, that is, the synchronizer 6 is engaged, the power of the transmission unit 2a can be output through the output portion 5 and used to drive the wheel 200, and the synchronizer 6 is turned off, and the transmission unit 2a cannot pass the output.
  • the portion 5 transmits power to the wheel 200, so that by controlling the engagement or disconnection of one synchronizer 6, the conversion of the entire vehicle drive mode can be realized.
  • the synchronizer 6 When the synchronizer 6 is engaged, the combined (coupled) driving force of the engine unit 1 and the first motor generator 41 needs to be amplified by the torque of the transmission unit 2a and transmitted to the wheel 200, or the driving force of the wheel 200. It is transmitted to the first motor generator 41 (power generation), which requires that the power coupling device here can transmit a large torque and has high stability. Synchronizer 6 can do this very well, and if a clutch is selected, it is necessary to design a super-large clutch that does not match the entire system (engine, transmission, motor), which increases the difficulty of arrangement and increases the weight and cost. And there is a risk of slipping during torque shocks.
  • the first motor generator 41 can adjust the speed of the transmission unit 2a, for example, the first motor generator 41 can target the rotation speed of the output portion 5, and adjust the speed of the transmission unit 2a by the change of the rotation speed, so that the transmission unit 2a and the transmission unit 2a
  • the speed of the output portion 5 is quickly matched in a time efficient manner, thereby reducing the time required for the synchronizer 6 to synchronize, reducing the intermediate energy loss, and also enabling the torqueless engagement of the synchronizer 6, greatly improving the transmission efficiency of the vehicle, Synchronization controllability and real-time synchronization.
  • the life of the synchronizer 6 is further extended, thereby reducing the cost of vehicle maintenance.
  • the powertrain system 100 according to an embodiment of the present invention is compact in structure and convenient in control.
  • the transmission unit 2a includes a transmission power input portion 21a and a transmission power output portion 22a, and the transmission power input portion 21a and the engine unit 1 are selectively Engaged to transmit the power generated by the engine unit 1.
  • the transmission power output portion 22a is configured to output power to the output portion 5 by synchronizing the power from the transmission power input portion 21a through the synchronizer 6.
  • the transmission power input portion 21a further includes: an input shaft (eg, a first input shaft 21, a second input shaft 22) and a driving gear 25 disposed on the input shaft,
  • the input shaft is selectively engageable with the engine unit 1 to transmit the power generated by the engine unit 1.
  • the engine unit 1 can be engaged with the input shaft, so that the power output by the engine unit 1 can be transmitted to the input shaft.
  • the manner in which the engine unit 1 is engaged with the input shaft can be through a clutch (eg, The dual clutch 31) is implemented, and a detailed description of this part will be given below, and will not be described again here.
  • the transmission power output portion 22a includes an output shaft 24 and a driven gear 26, and the driven gear 26 is disposed on the output shaft 24 and corresponding to the driving gear 25 on the input shaft. Engage.
  • the output shaft 24 is configured to output at least a portion of the power transmitted on the input shaft.
  • the output shaft 24 is coupled to the input shaft.
  • the output shaft 24 and the input shaft are movable between the drive gear 25 and the driven gear 26 described above.
  • the transmission mode of the output shaft 24 and the input shaft is not limited thereto, and may be, for example, a pulley transmission mechanism, a rack and pinion transmission mechanism, or the like.
  • a suitable transmission structure or manner can be specifically selected according to actual conditions.
  • the output shaft 24 is configured to transmit at least a portion of the power on the input shaft.
  • the power on the input shaft can be partially used for the first Another part of the power generation of the motor generator 41 can also be used to drive the vehicle, and of course all the power on the input shaft can also be used for power generation.
  • the first motor generator 41 is directly or indirectly driven with one of the input shaft and the output shaft 24.
  • direct drive means that the first motor generator 41 is directly connected to the corresponding shaft for transmission without any intermediate transmission components such as a shifting device, a clutch device, a transmission device, such as the output of the first motor generator 41. Directly connected to one of the input shaft and the output shaft 24.
  • the advantage of direct drive is that the intermediate drive components are reduced, reducing the loss of energy during the drive.
  • Indirect transmission excludes any other means of transmission other than direct transmission, such as transmissions through intermediate components such as transmissions, clutches, transmissions, and the like.
  • the advantage of the indirect transmission method is that the arrangement is more convenient, and the required gear ratio can be obtained by setting such as a shifting device.
  • the output portion 5 can be used as a power output terminal of the output shaft 24 for outputting power on the output shaft 24, and the output portion 5 can be differentially rotated with respect to the output shaft 24, that is, the output portion 5 can be asynchronous with respect to the output shaft 24. In the case of rotation, that is to say, there is a difference in rotational speed between the two, and there is no rigid connection.
  • the synchronizer 6 is disposed on the output shaft 24.
  • the synchronizer 6 can include a splined hub 61 and a splice sleeve 62 that can be secured to the output shaft 24 with the splined hub 61 along with the output shaft 24 Simultaneously rotating, the sleeve 62 is movable relative to the splined hub 61 in the axial direction of the output shaft 24 to selectively engage the output portion 5 such that the output portion 5 rotates synchronously with the output shaft 24, whereby power can be output from the output portion 5 is transmitted to the wheel 200 for the purpose of driving the wheel 200.
  • the structure of the synchronizer 6 is not limited thereto.
  • the power output from the engine unit 1 and/or the first motor generator 41 can be output from the output portion 5 through the engagement of the synchronizer 6, which is compact in structure, convenient in control, and in the vehicle.
  • the synchronizer 6 may be switched from the disengaged state to the engaged state.
  • the first motor generator 41 may target the rotational speed of the output unit 5, and adjust the rotational speed of the output shaft 24 by the rotational speed control.
  • the rotation speed of the output shaft 24 and the output portion 5 is matched in a short time to facilitate the engagement of the synchronizer 6, thereby greatly improving the transmission efficiency, while reducing the transmission loss of the intermediate energy, and the torque-free engagement of the synchronizer 6 can be realized ( That is, the synchronizer 6 has substantially no radial friction or radial friction when it is engaged, which is far below the general level in the industry).
  • the input shaft is plural, i.e., two or more.
  • the plurality of input shafts are sequentially nested in a nested manner. For example, if the input shaft is N, the Kth input shaft is sleeved on the K-1th input shaft, wherein N ⁇ K ⁇ 2, and the N inputs The central axes of the shafts are coincident.
  • the input shafts are two, that is, the first input shaft 21 and the second input shaft 22, and the second input shaft 22 is sleeved on the first input shaft 21. And the central axes of the two coincide.
  • the input shafts are three, that is, the first input shaft 21, the second input shaft 22, and the third input shaft 23, and the third input shaft 23 is sleeved on the second input shaft 22.
  • the second input shaft 22 is sleeved on the first input shaft 21, and the central axes of the three shafts coincide.
  • the engine unit 1 is selectively engageable with one of the plurality of input shafts when the engine unit 1 transmits power to the input shaft or is coupled to the input shaft. In other words, when it is necessary to transmit the power of the engine unit 1, the output end of the engine unit 1 is engageable with one of the plurality of input shafts to rotate in synchronization. When the engine unit 1 is not required to operate or the engine unit 1 is at idle speed, the engine unit 1 can be disconnected from the plurality of input shafts, that is, the engine unit 1 is not connected to any one of the input shafts, thereby disconnecting from the engine unit 1 Power coupling connection.
  • a driving gear 25 is fixed on each input shaft, and the driving gear 25 rotates synchronously with the input shaft, and the driving gear 25 and the corresponding input shaft are fixed in various manners.
  • it can be fixed by the keyway fitting method.
  • the driving gear 25 can be fixed to the input shaft by various methods such as hot pressing and integral molding to ensure that the two can rotate synchronously.
  • a plurality of driven gears 26 are fixed on the output shaft 24, and the plurality of driven gears 26 rotate synchronously with the output shaft 24.
  • the fixing manner of the driven gear 26 and the output shaft 24 can also be fixed by the driving gear 25 and the input shaft. , but not limited to this.
  • the present invention is not limited thereto, and for example, the number of the driving gears 25 provided on each input shaft may not be limited to one, and correspondingly, the plurality of driven gears 26 are provided on the output shaft 24 to form a plurality of blocking gears. Bits are achievable by those skilled in the art.
  • the plurality of driven gears 26 are respectively meshed with the driving gears 25 on the plurality of input shafts.
  • the number of driven gears 26 and the number of input shafts may be Is the same, for example, two driven gears 26, the input shaft is two, so that the two driven gears 26 can correspond to two
  • the driving gear 25 on the input shaft meshes with the transmission so that the two pairs of gear pairs can be configured to transmit in two gear positions.
  • three or more input shafts may be provided according to the transmission requirements, and one driving gear 25 may be fixed on each of the input shafts, whereby the number of input shafts may be increased.
  • the more gears are used for the transmission the greater the range of transmission ratios of the powertrain 100, thereby accommodating the requirements of the transmission for a variety of vehicle types.
  • the plurality of input shafts include a first input shaft 21 and a second input shaft 22, and the second input shaft 22 is sleeved on the first input shaft 21,
  • the second input shaft 22 is a hollow shaft
  • the first input shaft 21 is preferably a solid shaft.
  • the first input shaft 21 may also be a hollow shaft.
  • the first input shaft 21 can be supported by bearings.
  • the bearing is preferably plural and can be arranged along the axial direction of the first input shaft 21 at a position that does not affect the assembly of the remaining components.
  • the second input shaft 22 can also be supported by bearings, and will not be described in detail herein.
  • a dual clutch 31 is disposed between the engine unit 1 and the first input shaft 21 and the second input shaft 22, and the dual clutch 31 can be a conventional dry dual clutch 31 or a wet double. Clutch 31.
  • the dual clutch 31 has an input end 313, a first output end 311 and a second output end 312.
  • the engine unit 1 is connected to the input end 313 of the dual clutch 31.
  • the engine unit 1 can pass through a flywheel, a shock absorber or a torsion disk.
  • Various forms are connected to the input end 313 of the dual clutch 31.
  • the first output end 311 of the dual clutch 31 is coupled to the first input shaft 21 such that the first output end 311 rotates in synchronization with the first input shaft 21.
  • the second output 312 of the dual clutch 31 is coupled to the second input shaft 22 such that the second output 312 rotates in unison with the second input shaft 22.
  • the input end 313 of the dual clutch 31 may be a housing of the dual clutch 31, and the first output end 311 and the second output end 312 may be two driven discs.
  • the housing and the two driven disks may be disconnected, that is, the input end 313 is disconnected from the first output end 311 and the second output end 312, and can be controlled when one of the driven plates needs to be engaged.
  • the housing is engaged with the corresponding driven disk to rotate synchronously, that is, the input end 313 is engaged with one of the first output end 311 and the second output end 312, so that the power transmitted from the input end 313 can pass through the first output end 311 and the first One of the two outputs 312 outputs.
  • the housing and the two driven plates do not engage at the same time.
  • the transmission unit 2a since the input shaft is a concentric two-axis structure, and only one driving gear 25 is provided on each input shaft, the transmission unit 2a has two different gears, the engine unit 1 The power can be output to the output portion 5 through the two gears, and the synchronizer 6 can be always engaged, that is, the output shaft 24 is engaged. And the output unit 5.
  • the synchronizer 6 When switching between gears, the synchronizer 6 does not need to be disconnected and then axially moved to engage another gear as in the conventional arrangement of the synchronizer structure, and simply controls the engagement/disconnection state of the dual clutch 31. At this time, the synchronizer 6 can be always in the engaged state, so that when the engine unit 1 outputs power to the output portion 5, it is only necessary to control one shift actuator, that is, the dual clutch 31, without controlling the synchronizer 6, so that The control strategy is greatly simplified, the number of engagement/disconnection of the synchronizer 6 is reduced, and the life of the synchronizer 6 is increased.
  • the first motor generator 41 is disposed to cooperate with one of the driving gear 25 and the driven gear 26, in other words, the first motor generator 41 is one of the input shaft and the output shaft 24. Indirect drive.
  • an intermediate transmission mechanism may be disposed between the first motor generator 41 and the corresponding gear, and the transmission mechanism may be a worm gear transmission mechanism, a first-stage or multi-stage gear pair transmission mechanism, a sprocket transmission mechanism, etc.
  • the transmission mechanism may be a combination of the above various transmission mechanisms, such that the first motor generator 41 can be arranged at different positions as needed, reducing the difficulty in arranging the first motor generator 41.
  • the first motor generator 41 can be driven by an intermediate gear 411.
  • the first motor generator 41 and the drive gear 25 on the first input shaft 21 are indirectly driven by an intermediate gear 411.
  • the first motor generator 41 and the drive gear 25 on the second input shaft 22 are indirectly driven by an intermediate gear 411.
  • the first motor generator 41 is disposed in connection with one of the first input shaft 21 and the output shaft 24.
  • the first motor generator 41 is directly connected to the first input shaft 21.
  • the first motor generator 41 is directly connected to the output shaft 24.
  • the first motor generator 41 is directly connected to the corresponding shaft, which makes the structure of the powertrain system 100 more compact, and at the same time reduces the circumferential dimension of the powertrain system 100, and is conveniently disposed in the cabin of the vehicle.
  • the first motor generator 41 is disposed coaxially with the first input shaft 21, and the first motor generator 41 is disposed coaxially with the engine unit 1.
  • the first motor generator 41 is disposed coaxially with the engine unit 1
  • the rotational axis of the rotor of the first motor generator 41 is largely coincident with the rotational axis of the crankshaft of the engine unit 1.
  • the output portion 5 may include an output gear 51 and an engaging ring gear 52.
  • the output gear 51 and the output shaft 24 are relatively rotatable, that is, differentially rotated, and the ring gear 52 is engaged. It is fixed to the output gear 51, that is, the engaging ring gear 52 rotates in synchronization with the output gear 51.
  • the sleeve 62 of the synchronizer 6 can move in the direction of engaging the ring gear 52 in the axial direction, in synchronization with the rotational speed of the output portion 5 and the output shaft 24. Thereafter, the engagement sleeve 62 can be engaged with the engagement ring gear 52 such that a rigid connection is formed between the output shaft 24, the synchronizer 6 and the output portion 5, and the three are simultaneously rotated.
  • the output gear 51 can be the main reducer drive gear, the main The reducer drive gear can be directly meshed with the final drive driven gear 53 to output power to drive the wheel 200.
  • the present invention is not limited thereto, and other intermediate members for transmission may be provided between the output gear 51 and the final drive.
  • the powertrain system 100 further includes a second motor generator 42.
  • the output end of the second motor generator 42 is disposed to cooperate with the output portion 5,
  • the output of the second motor generator 42 may be the motor shaft of the second motor generator 42.
  • the first motor generator 41 may be used to adjust the rotational speed of the output shaft 24 during the transition state in which the synchronizer 6 is switched from the open state separated from the output portion 5 to the engaged state with the output portion 5. According to further embodiments of the present invention, the first motor generator 41 may be used to adjust the output shaft 24 during the transition state in which the synchronizer 6 is switched from the open state disconnected from the output portion 5 to the engaged state with the output portion 5. The rotational speed and/or the second motor generator 42 can be used to adjust the rotational speed of the output 5 .
  • the second motor generator 42 can adjust the rotational speed of the output portion 5, for example, when the synchronizer 6 transitions from the disengaged state to the engaged state, the second motor generator 42 can adjust the rotational speed of the output portion 5 as needed.
  • the rotation speed of the output shaft 24 and the output portion 5 is matched in a short time, thereby facilitating the engagement of the synchronizer 6.
  • the second motor generator 42 can perform the speed adjustment simultaneously with the first motor generator 41, so that the rotation speeds of the output shaft 24 and the output portion 5 are synchronized in a shorter time, thereby satisfying the engagement condition in the fastest time.
  • the synchronizer 6 is engaged, which greatly improves the transmission efficiency.
  • the first motor generator 41 can perform individual speed regulation.
  • the second motor generator 42 can perform individual speed regulation.
  • the first motor generator 41 and the second motor generator 42 can simultaneously perform speed regulation.
  • the engagement/disconnection of the synchronizer 6 controls the output of the power of the transmission unit 2a, while the first motor generator 41 and the second motor generator 42 can respectively output the output during the transition of the synchronizer 6 from the off state to the engaged state.
  • the shaft 24 and the output portion 5 perform speed regulation compensation so that the rotational speeds of the output shaft 24 and the output portion 5 are quickly matched, thereby quickly achieving the torqueless engagement of the synchronizer 6.
  • the second motor generator 42 and the output portion 5 can be connected in various manners, and the specific arrangement can comprehensively consider various factors such as space, cost, and motor speed.
  • the second motor generator 42 The output can be directly connected to the output 5 and the second motor generator 42 is arranged coaxially with the output shaft 24. In this way, the structure of the powertrain system 100 is made more compact.
  • the present invention is not limited thereto, and the second motor generator 42 and the output portion 5 may be indirectly driven by a gear transmission mechanism, a worm gear transmission mechanism, and a sprocket transmission mechanism.
  • a shifting device 8 is provided between the second motor generator 42 and the output portion 5.
  • the shifting device 8 is for adjusting the gear ratio between the second motor generator 42 and the output portion 5.
  • the shifting device 8 may be a speed reducing mechanism, which may be a first-stage speed reducing mechanism, and may of course be a multi-stage speed reducing mechanism.
  • the speed reduction mechanism may be a gear type speed reduction mechanism, or may be a worm gear type speed reduction mechanism.
  • the speed reduction mechanism can be integrated on the output of the second motor generator 42.
  • the invention is not limited thereto.
  • the powertrain system 100 may further include a battery assembly (not shown) that is preferably coupled to the first motor generator 41 and the second motor generator 42.
  • a battery assembly (not shown) that is preferably coupled to the first motor generator 41 and the second motor generator 42.
  • the electric energy that the first motor generator 41 drives by the engine unit 1 to generate electricity or brakes can be supplied and stored in the battery assembly, and the electric energy recovered by the second motor generator 42 during the braking condition can also be supplied. Stored in the battery pack.
  • electric energy may be supplied to the first motor generator 41 and the second motor generator 42 or separately to the second motor generator 42 by the battery assembly.
  • the battery pack may be connected to one of the first motor generator 41 or the second motor generator 42.
  • the output portion 5 is arranged to drive a first pair of wheels, and the second motor generator 42 is arranged to drive a second pair of wheels, the first pair of wheels being front wheels Or the rear wheel, the second pair of wheels is the other of the front and rear wheels.
  • the output portion 5 is for driving the front wheel
  • the second motor generator 42 is for driving the rear wheel 220.
  • the output portion 5 can transmit power to the differential 54 which distributes power to the two front wheels through the half shaft.
  • the second motor generator 42 is one and the second pair of wheels, such as the rear wheel 220, can be driven by the shifting mechanism 73.
  • the speed change mechanism 73 may be a speed reduction mechanism, and the speed reduction mechanism may be a gear type speed reduction mechanism or a worm gear type speed reduction mechanism.
  • the plurality of input shafts include three axes, namely a first input shaft 21, a second input shaft 22, and a third input shaft.
  • the second input shaft 22 is sleeved on the first input shaft 21, and the third input shaft 23 is sleeved on the second input shaft 22.
  • the powertrain system 100 further includes a three clutch 32 having an input 324, a first output 321 , a second output 322 and a third output 323 , the engine unit 1 and the three clutch 32 .
  • the input end 324 is connected, the first output end 321 of the three clutch 32 is connected to the first input shaft 21, the second output end 322 of the third clutch 32 is connected to the second input shaft 22, and the third output end 323 of the third clutch 32 is connected.
  • the third input shaft 23 Connected.
  • the input end of the three clutch 32 may be its housing, and its three output ends may be three driven discs, the input end may be engaged with one of the three output ends, or the input end and the three output ends may be completely disconnected. open. It can be understood that the working principle of the three clutches 32 is similar to that of the dual clutch 31, and details are not described herein again.
  • the transmission mode of the first motor generator 41 and the first input shaft 21 or the output shaft 24, the connection manner of the second motor generator 42 and the output portion 5 may be the same as those in the above-described dual clutch 31 technical solution. Please refer to the technical solution of the dual clutch 31 as described above, and will not be described in detail herein.
  • the driven gear 26 is a gear gear structure, and the gear gear is The structure 26 is sleeved on the output shaft 24, i.e., the two are differentially rotatable. Therein, a synchronizer 6 is disposed on the output shaft 24 and is selectively engageable with the associated gear structure 26.
  • the input shaft is two, that is, the first input shaft 21 and the second input shaft 22, each of which has a driving gear 25 fixed thereto, and the geared gear structure 26 is a double gear.
  • the double gear 26 has a first gear portion 261 and a second gear portion 262, and the first gear portion 261 and the second gear portion 262 are respectively meshed with the two driving gears 25, respectively.
  • the synchronizer 6 can engage the double gear 26 so that the power output from the engine unit 1 and/or the first motor generator 41 can pass through the output portion 5 (for example, the main The reducer drive gear 51) is output.
  • one of the first motor generator 41 and the output shaft or the output shaft can be directly or indirectly driven.
  • the related transmission mode described in the above embodiments can be used, and will not be described in detail herein.
  • the clutch between the engine unit 1 and the input shaft for example, the dual clutch 31 or the third clutch 32
  • the like can adopt the same arrangement as in the above embodiment, and details are not described herein again.
  • the structure of the powertrain system 100 can be made more compact and easy to arrange.
  • the number of driven gears is reduced, thereby reducing the axial dimension of the powertrain system, which is advantageous for cost reduction and also reduces the difficulty of arrangement.
  • the synchronizer 6 can be controlled by a single shift fork, making the control step simple and more reliable to use.
  • Embodiment 1 is a diagrammatic representation of Embodiment 1:
  • the engine unit 1 is coupled to the input 313 of the dual clutch 31, and the first output of the dual clutch 31 is shown.
  • the end 311 is connected to the first input shaft 21, the second output end 312 of the dual clutch 31 is connected to the second input shaft 22, and the second input shaft 22 is coaxially sleeved on the first input shaft 21.
  • a driving gear 25 is fixedly disposed on the first input shaft 21 and the second input shaft 22, respectively, and the first motor generator 41 is indirectly driven by the driving gear 25 on the second input shaft 22 through an intermediate gear 411.
  • Two output gears 26 are fixedly disposed on the output shaft 24, and the two driven gears 26 are respectively meshed with the driving gears 25 on the first input shaft 21 and the second input shaft 22, thereby constituting two transmission gears.
  • the synchronizer 6 is disposed on the output shaft 24, and the main reducer drive gear (ie, the output gear 51) is differentially rotatable relative to the output shaft 24.
  • the left side of the main reducer drive gear can be fixed with the synchronizer 6 through the connecting rod.
  • the mating ring gear 52 is provided.
  • the function of the synchronizer 6 is to control the power switching, that is, by controlling the engagement/disconnection of the synchronizer 6, so that the power of the engine unit 1 and/or the first motor generator 41 can be selectively outputted through the output portion 5.
  • the output of the second motor generator 42 is directly connected to the main reducer drive gear.
  • the main reducer drive gear is externally meshed with the final drive driven gear 53 , and the final drive driven gear 53 can be fixed on the housing of the differential 54 to transmit power to the differential 54 , the differential After the power is distributed, the adaptability is transmitted to the half bridges on both sides, thereby driving the wheel 200.
  • the dual clutch 31 can be disengaged or engaged so that the power of the engine unit 1 can be transmitted to the output shaft 24 in two speed ratios, respectively.
  • the first motor generator 41 passes the gear set to transmit power to the output shaft 24 at a fixed speed ratio.
  • the synchronizer 6 is engaged, the power of the output shaft 24 can be transmitted to the wheel 200 through the final drive and the differential 54 and the synchronizer 6 is turned off, so that the power of the output shaft 24 cannot be transmitted to the wheel 200.
  • the second motor generator 42 can directly transmit power to the wheel 200 through the output portion 5.
  • the powertrain system 100 in this embodiment may have the following operating conditions: the second motor generator 42 pure electric working condition, the dual motor pure electric working condition, the parallel working condition, the series working condition, the mixed working condition and the braking/deceleration Give feedback to the working conditions.
  • the second motor generator 42 is purely electric operating condition: the dual clutch 31 is turned off, the synchronizer 6 is turned off, the engine unit 1 and the first motor generator 41 are not operated, and the second motor generator 42 drives the wheel 200 through the main reducer driving gear.
  • This condition is mainly used for small load situations such as uniform speed or urban working conditions, and the battery has a high power.
  • the advantage of this condition is that the second motor generator 42 is directly driven, the transmission chain is the shortest, and the components participating in the operation are the least, and the highest transmission efficiency and minimum noise can be achieved.
  • Dual electric motor pure electric working condition the double clutch 31 is cut off, the synchronizer 6 is engaged, the engine unit 1 is not working, and the first motor generator 41 passes through the driving gear 25 and the corresponding meshing driven gear 26 to form a gear gear set and a synchronizer. 6 transmits power to the main reducer drive gear, and the second motor generator 42 drives the wheel 200 directly through the main reducer drive gear.
  • This working condition is mainly used for large load situations such as acceleration, climbing, overtaking, high speed, etc., and the battery power is high.
  • This condition has better power performance than single-motor drive. Compared with hybrid power, it has better economy and lower noise.
  • the typical application that can highlight its advantages is the steep slope (panshan road). Congested road conditions.
  • the dual clutch 31 is engaged, the synchronizer 6 is cut off, and the engine unit 1 drives the first motor generator 41 to generate electricity through the gear gear set formed by the clutch and the driving gear 25 and the corresponding meshing intermediate gear 411.
  • the second motor generator generates electricity.
  • the machine 42 drives the wheel 200 through a main reducer drive gear. This condition is mainly used for medium load and battery power is low. The advantage of this condition is that the second motor generator 42 is directly driven, the transmission chain is the shortest, the components participating in the operation are the least, the highest transmission efficiency and the minimum noise can be achieved, and the first motor generator 41 can be adjusted by the torque and the rotation speed.
  • the engine unit 1 is kept in the optimal economic zone to reduce power consumption.
  • Brake/deceleration feedback condition the dual clutch 31 is cut off, the synchronizer 6 is engaged, the engine unit 1 is not in operation, and the first motor generator 41 brakes the power of the main reducer drive gear through the gear set and the synchronizer 6 and generates power.
  • the second motor generator 42 directly brakes the power of the wheel 200 through the main reducer drive gear and generates electric power.
  • This condition is mainly used for vehicle braking or deceleration.
  • the advantage of this condition is that when the vehicle is decelerating or braking, the two motors are braked at the same time, which can absorb the braking energy to the maximum and convert into electric energy. At the same time, by cutting off the double clutch 31, the braking torque of the engine is eliminated. Move, you can leave more power for the motor to absorb.
  • Hybrid operating condition the dual clutch 31 is engaged, the synchronizer 6 is engaged, part of the power of the engine unit 1 drives the first motor generator 41 to generate electricity through the dual clutch 31 and the gear gear set, and another part of the engine unit 1 is powered by the gear
  • the group and synchronizer 6 transmits power to the final drive gear 51, and the second motor generator 42 drives the wheel 200 directly through the final drive gear 51.
  • This working condition is mainly used for large load situations such as acceleration and climbing, and the power is not much.
  • the advantage of this condition is that the entire power of the engine unit 1 can be exerted, and the power of the vehicle can be ensured, and power generation can be simultaneously performed to maintain the power of the battery.
  • the above six operating conditions can be switched, and the typical working conditions are switched to: switch from the working condition 4 to the working condition 3, or switch from the working condition 4 to the working condition 5.
  • the powertrain system 100 can be switched from the fourth condition to the third condition.
  • the first motor generator 41 targets the rotation speed of the main reducer drive gear, and adjusts the rotation speed of the output shaft 24 by the rotation speed control, so that the output shaft 24 and the main reducer drive gear speed are matched as much as possible, which is convenient for synchronization.
  • the unit 6 is combined.
  • the second motor generator 42 can increase the torque in response to the driving demand, so that the vehicle can be accelerated without having to wait until the synchronizer 6 is engaged to accelerate as in the case of the conventional vehicle.
  • This torque compensation function can greatly shorten the torque response time and improve the instantaneous acceleration performance of the vehicle.
  • the power transmission system 100 can be switched from the working condition 4 to the working condition 5 according to the driver's throttle demand or the action of stepping on the brake pedal.
  • the first motor generator 41 can aim at the rotation speed of the main reducer drive gear, and adjust the rotation speed of the output shaft 24 by the rotation speed control so that the rotation speeds of the two shafts are matched as much as possible to facilitate the combination of the synchronizer 6.
  • the second motor generator 42 can brake the wheel 200 in response to the driving demand, and feed back the power without having to wait for the synchronizer 6 to engage the power after the synchronizer 6 is engaged.
  • This torque pre-compensation function can greatly shorten the motor brake response time and increase the amount of feedback.
  • the synchronizer 6 is often difficult to engage due to unstable vehicle speed.
  • the first motor generator 41 can adjust the rotational speed of the output shaft 24 by the rotational speed control, since the rotational speed of the main reducer drive gear is uncontrollable with the vehicle speed, the accuracy and speed of the first motor generator 41 can also be adjusted. Bring difficulties. Under these road conditions, the vehicle is torque-compensated by the second motor generator 42, which can effectively stabilize the vehicle speed, thereby improving the driving experience of the entire vehicle and simplifying the engagement of the synchronizer 6.
  • Embodiment 2 is a diagrammatic representation of Embodiment 1:
  • the powertrain system 100 in this embodiment may differ from the powertrain system 100 in FIG. 2 only in the arrangement position of the first motor generator 41.
  • the first motor generator 41 is indirectly driven by the intermediate gear 411 and the driving gear 25 on the first input shaft 21, and the rest may be substantially the same as the power transmission system 100 of the embodiment of Fig. 2. Consistent, no longer repeat them here.
  • Embodiment 3 is a diagrammatic representation of Embodiment 3
  • the power transmission system 100 in this embodiment may be different from the power transmission system 100 in FIG. 2 only in the arrangement position of the first motor generator 41.
  • the first motor generator 41 is coaxially connected to the first input shaft 21, and when the first motor generator 41 performs power generation, its mechanical energy can be passed from the engine unit 1 through the dual clutch 31, the first input.
  • the shaft 21 is directly output to the first motor generator 41 for power generation.
  • the first motor generator 41 outputs power as a motor
  • the generated power can be directly output to the first input shaft 21, and then transmitted to the output shaft 24 by the first input shaft 21 through the range gear set.
  • 100 is basically the same, so I won't go into details here.
  • Embodiment 4 is a diagrammatic representation of Embodiment 4:
  • the power transmission system 100 in this embodiment may be different from the power transmission system 100 in FIG. 2 only in the arrangement position of the first motor generator 41.
  • the first motor generator 41 is directly connected to the output shaft 24, and when the first motor generator 41 performs power generation, its mechanical energy can be passed from the engine unit 1 through the dual clutch 31, the gear gear set, and the output.
  • the shaft 24 is then output to the first motor generator 41 for power generation.
  • the first motor generator 41 outputs power as a motor, the generated power can be directly output to the output shaft 24.
  • it can be basically the same as the power transmission system 100 in the embodiment of FIG. 2, and details are not described herein again.
  • Embodiment 5 is a diagrammatic representation of Embodiment 5:
  • the power transmission system 100 in this embodiment can be distinguished from the power transmission system 100 in FIG. 2 only in the form of the clutch and the number of the input shaft, the driving gear 25, and the driven gear 26, which is implemented.
  • the clutch is a three-clutch 32
  • the input shaft is three
  • the driving gear 25 and the driven gear 26 correspond to three pairs.
  • the power transmission system 100 in the embodiment of FIG. 2 is substantially identical, and details are not described herein. .
  • the engine unit 1 is coupled to the input 313 of the dual clutch 31, the first output 311 of the dual clutch 31 is coupled to the first input shaft 21, and the second output 312 of the dual clutch 31 is coupled to the second input shaft. 22 is connected, and the second input shaft 22 is coaxially sleeved on the first input shaft 21.
  • a driving gear 25 is fixedly disposed on the first input shaft 21 and the second input shaft 22, respectively.
  • the output shaft 24 is sleeved with a double gear 26 (ie, a driven gear), and the first gear portion 261 of the double gear 26 is The drive gear 25 on the first output shaft 21 is engaged, and the second gear portion 262 of the double gear 26 meshes with the drive gear 25 on the second output shaft 22.
  • a first countershaft gear 431 and a second countershaft gear 432 are fixedly disposed on the intermediate shaft 43.
  • the first countershaft gear 431 meshes with the driving gear 25 on the second input shaft 22, and the output end of the first motor generator 41 passes.
  • An intermediate idler gear 44 is indirectly coupled to the second countershaft gear 432.
  • a synchronizer 6 is disposed on the output shaft 24 and is configured to engage the double gear 26.
  • the main reducer drive gear 51 is fixed to the output shaft 24.
  • the main reducer drive gear 51 is externally meshed with the final drive driven gear 53, and the final drive driven gear 53 can be fixed to the housing of the differential 54 to transmit power to the differential 54, the differential 54 After the power is distributed, the adaptability is transmitted to the half bridges on both sides, thereby driving the wheel 200.
  • the engine unit 1 is coupled to the input end 313 of the dual clutch 31, the first output end 311 of the dual clutch 31 is coupled to the first input shaft 21, and the second output end 312 of the dual clutch 31 is coupled to the second input shaft. 22 is connected, and the second input shaft 22 is coaxially sleeved on the first input shaft 21.
  • a driving gear 25 is fixedly disposed on the first input shaft 21 and the second input shaft 22, respectively.
  • the output shaft 24 is sleeved with a double gear 26 (ie, a driven gear), and the first gear portion 261 of the double gear 26 is The drive gear 25 on the first output shaft 21 is engaged, and the second gear portion 262 of the double gear 26 meshes with the drive gear 25 on the second output shaft 22.
  • a first countershaft gear 431 and a second countershaft gear 432 are fixedly disposed on the intermediate shaft 43.
  • the first countershaft gear 431 meshes with the driving gear 25 on the second input shaft 22, and the output end of the first motor generator 41 is directly
  • the second countershaft gear 432 is meshed with the transmission.
  • a synchronizer 6 is disposed on the output shaft 24 and is configured to engage the double gear 26.
  • the main reducer drive gear 51 is fixed to the output shaft 24.
  • the main reducer drive gear 51 is externally meshed with the final drive driven gear 53, and the final drive driven gear 53 can be fixed to the housing of the differential 54 to transmit power to the differential 54, the differential 54 After the power is distributed, the adaptability is transmitted to the half bridges on both sides, thereby driving the wheel 200.
  • the engine unit 1 is coupled to the input end 313 of the dual clutch 31, the first output end 311 of the dual clutch 31 is coupled to the first input shaft 21, and the second output end 312 of the dual clutch 31 is coupled to the second input shaft. 22 is connected, and the second input shaft 22 is coaxially sleeved on the first input shaft 21.
  • a driving gear 25 is fixedly disposed on the first input shaft 21 and the second input shaft 22, respectively.
  • the output shaft 24 is sleeved with a double gear 26 (ie, a driven gear), and the first gear portion 261 of the double gear 26 is The drive gear 25 on the first output shaft 21 is engaged, and the second gear portion 262 of the double gear 26 meshes with the drive gear 25 on the second output shaft 22.
  • the output end of the first motor generator 41 is directly meshed with the first gear portion 261.
  • a synchronizer 6 is disposed on the output shaft 24 and is configured to engage the double gear 26.
  • the main reducer drive gear 51 is fixed to the output shaft 24.
  • the main reducer drive gear 51 is externally meshed with the final drive driven gear 53, and the final drive driven gear 53 can be fixed to the housing of the differential 54 to transmit power to the differential 54, the differential 54 After the power is distributed, the adaptability is transmitted to the half bridges on both sides, thereby driving the wheel 200.
  • the engine unit 1 is coupled to the input end 313 of the dual clutch 31, the first output end 311 of the dual clutch 31 is coupled to the first input shaft 21, and the second output end 312 of the dual clutch 31 is coupled to the second input shaft. 22 is connected, and the second input shaft 22 is coaxially sleeved on the first input shaft 21.
  • a driving gear 25 is fixedly disposed on the first input shaft 21 and the second input shaft 22, respectively, and the first motor generator 41 is indirectly transmitted with the drive gear 25 on the second input shaft 22 via an intermediate gear 411.
  • Two output gears 26 are fixedly disposed on the output shaft 24, and the two driven gears 26 are respectively meshed with the driving gears 25 on the first input shaft 21 and the second input shaft 22, thereby constituting two transmission gears.
  • the synchronizer 6 is disposed on the output shaft 24, and the main reducer drive gear (ie, the output gear 51) is differentially rotatable relative to the output shaft 24.
  • the left side of the main reducer drive gear can be fixed with the synchronizer 6 through the connecting rod.
  • the mating ring gear 52 is provided.
  • the main reducer driving gear is externally meshed with the final drive driven gear 53, and the final drive driven gear 53 can be disposed on the differential 54 to transmit power to the differential 54 and the differential 54 through the two
  • the side half shaft can drive the two front wheels.
  • the second motor generator 42 is one and the two rear wheels 220 are driven by a speed reduction mechanism 73.
  • the powertrain system 100 in this embodiment may have the following operating conditions: the second motor generator 42 pure electric working condition, pure electric four-wheel drive working condition, parallel working condition, series working condition, mixed working condition and braking/deceleration Give feedback to the working conditions.
  • the second motor generator 42 In the first working condition, the second motor generator 42 is in pure electric working condition: both the dual clutch 31 and the synchronizer 6 are cut off.
  • This condition is mainly used in small load situations such as uniform speed or urban working conditions, and the battery power is high.
  • An advantage of this condition is that the second motor generator 42 directly drives the rear wheel 220 through the shifting mechanism 73, which has better acceleration performance, gradeability and ultimate steering capability than the front drive.
  • the front part is disconnected by the synchronizer 6, so that the front part has no mechanical loss, which reduces the energy consumption of the whole vehicle.
  • the rear portion may further be provided with a differential, and the differential 54 may be integrated with the shifting mechanism 73, but is not limited thereto.
  • Working condition 2 pure electric four-wheel drive condition: the double clutch 31 is cut off, the synchronizer 6 is engaged, the engine unit 1 is not working, the first motor generator 41 drives the front wheel, and the second motor generator 42 drives the rear wheel.
  • This working condition is mainly used for large load situations such as acceleration, climbing, overtaking, high speed, etc., and the battery power is high.
  • This condition has better power performance than single-motor drive, and it has better economy and lower noise than hybrid drive.
  • the typical application that best highlights its advantages is the congested road conditions of the steep slope (Panshan Road). Compared to front or rear-drive vehicles, pure electric four-wheel drive has better acceleration performance, climbing performance, handling performance and off-road capability.
  • Working condition three, parallel operation the dual clutch 31 is engaged, the synchronizer 6 is engaged, the engine unit 1 and the first motor generator 41 jointly drive the front wheel, and the second motor generator 42 drives the rear wheel 220.
  • This working condition is mainly used for the maximum load occasions such as rapid acceleration and climbing.
  • the main advantage of this condition is that the dual motor and the engine unit are driven at the same time to maximize the power performance.
  • the hybrid four-wheel drive has better acceleration performance, climbing performance, handling performance and off-road capability.
  • Working condition four series operating conditions: the dual clutch 31 is engaged, the synchronizer 6 is cut off, the engine unit 1 drives the first motor generator 41 to generate electricity, and the second motor generator 42 drives the rear wheel 220.
  • This condition is mainly used for medium load and battery power is low.
  • An advantage of this condition is that the second motor generator 42 drives the rear wheel 220, which has better acceleration performance, gradeability and ultimate steering capability than the front vehicle.
  • the first motor generator 41 can be adjusted by torque and speed to keep the engine unit 1 in the optimal economic zone, reducing power consumption.
  • Working condition six mixed working condition: the double clutch 31 is engaged, the synchronizer 6 is engaged, part of the power of the engine unit 1 drives the first motor generator 41 to generate electricity through the dual clutch 31 and the gear gear set, and another part of the power of the engine unit 1 Power is transmitted to the final drive gear 51 through the gear set and synchronizer 6, and the second motor generator 42 directly drives the rear wheel.
  • This working condition is mainly used for large load situations such as acceleration and climbing, and the power is not much.
  • the advantage of this condition is that the entire power of the engine unit 1 can be exerted, and the power of the vehicle can be ensured, and power generation can be simultaneously performed to maintain the power of the battery.
  • the above six operating conditions can be switched, and the typical working conditions are switched to: switch from the working condition 4 to the working condition 3, or switch from the working condition 4 to the working condition 5.
  • the power transmission system 100 can be switched from the working condition 4 to the working condition 3 according to the driver's throttle demand.
  • the first motor generator 41 targets the rotation speed of the main reducer drive gear, and adjusts the rotation speed of the output shaft 24 by the rotation speed control, so that the output shaft 24 and the main reducer drive gear speed are matched as much as possible, which is convenient for synchronization.
  • the unit 6 is combined.
  • the second motor generator 42 can increase the torque in response to the driving demand, so that the vehicle can be accelerated without having to wait until the synchronizer 6 is engaged to accelerate as in the case of the conventional vehicle.
  • This torque compensation function can greatly shorten the torque response time and improve the instantaneous acceleration performance of the vehicle.
  • the power transmission system 100 can be switched from the working condition 4 to the working condition 5 according to the driver's throttle demand or the action of stepping on the brake pedal.
  • the first motor generator 41 can aim at the rotation speed of the main reducer drive gear, and adjust the rotation speed of the output shaft 24 by the rotation speed control so that the rotation speeds of the two shafts are matched as much as possible to facilitate the combination of the synchronizer 6.
  • the second motor generator 42 can brake the rear wheel 220 in response to the driving demand, and feed back the power without having to wait for the synchronizer 6 to engage the power after the synchronizer 6 is engaged.
  • This torque pre-compensation function can greatly shorten the motor brake response time and increase the amount of feedback.
  • the synchronizer 6 is often difficult to engage due to unstable vehicle speed.
  • the first motor generator 41 can adjust the rotational speed of the output shaft 24 by the rotational speed control, since the rotational speed of the main reducer drive gear is uncontrollable with the vehicle speed, the accuracy and speed of the first motor generator 41 can also be adjusted. Bring difficulties. Under these road conditions, the second motor generator 42 performs torque compensation on the vehicle, which can effectively stabilize the vehicle speed, thereby improving the driving experience of the entire vehicle and also the engagement of the synchronizer 6. It becomes simple.
  • a vehicle including the powertrain system 100 as described above is further provided in accordance with an embodiment of the present invention.
  • other configurations of vehicles in accordance with embodiments of the present invention such as travel systems, steering systems, braking systems, etc., are well known in the art and are well known to those of ordinary skill in the art, and thus details of conventional structures are The description is omitted here.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

La présente invention concerne un système de transmission (100) destiné à un véhicule et le véhicule pourvu de celui-ci. Le système de transmission (100) de puissance comprend une unité moteur (1), des arbres d'entrée (21, 22), un arbre de sortie (24), une partie de sortie (5), un synchroniseur (6) et un premier générateur (41) de moteur électrique. Les arbres d'entrée (21, 22) sont combinés sélectivement avec l'unité moteur (1). L'arbre de sortie (24) est conçu pour délivrer au moins une partie de la puissance transmise sur les arbres d'entrée (21, 22). La partie de sortie (5) peut tourner de manière différentielle par rapport à l'arbre de sortie (24). Le synchroniseur (6) est disposé sur l'arbre de sortie et (24) et est connecté de manière sélective à la partie de sortie (5). Le premier générateur (41) de moteur électrique est en transmission avec un des arbres d'entrée (21, 22) ou l'arbre de sortie (24).
PCT/CN2014/089847 2014-01-30 2014-10-29 Véhicule et son système de transmission de puissance WO2015113426A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
CN201420058157.5U CN204055301U (zh) 2014-01-30 2014-01-30 用于车辆的动力传动系统及具有其的车辆
CN201410044643.6A CN104276030B (zh) 2014-01-30 2014-01-30 用于车辆的动力传动系统及具有其的车辆
CN201420058157.5 2014-01-30
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CN109693529A (zh) * 2019-01-18 2019-04-30 中国第一汽车股份有限公司 一种混合动力专用变速器
CN111114279A (zh) * 2018-10-31 2020-05-08 比亚迪股份有限公司 混合动力驱动系统及车辆
CN111114277A (zh) * 2018-10-31 2020-05-08 比亚迪股份有限公司 混合动力驱动系统及车辆
CN111114278A (zh) * 2018-10-31 2020-05-08 比亚迪股份有限公司 混合动力驱动系统及车辆
CN111301144A (zh) * 2018-12-11 2020-06-19 广州汽车集团股份有限公司 一种汽车混合动力耦合系统及车辆
CN111365421A (zh) * 2020-03-18 2020-07-03 坤泰车辆系统（常州）有限公司 低挠度混合动力四挡变速器
CN113147354A (zh) * 2021-05-07 2021-07-23 一汽解放汽车有限公司 混合动力系统
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CN107757930A (zh) * 2017-11-22 2018-03-06 廖展颖 一种新能源电驱动回流系统陆空飞行器
CN109203965A (zh) * 2018-09-29 2019-01-15 吉泰车辆技术（苏州）有限公司 基于混合动力的四挡变速器驱动系统
CN109278530A (zh) * 2018-09-29 2019-01-29 泰牛汽车技术(苏州)有限公司 基于混合动力的四挡变速器动力系统
CN109278528A (zh) * 2018-09-29 2019-01-29 泰牛汽车技术(苏州)有限公司 混合动力四挡变速器驱动系统
CN109278528B (zh) * 2018-09-29 2023-12-19 坤泰车辆系统（常州）有限公司 混合动力四挡变速器驱动系统
CN109278530B (zh) * 2018-09-29 2023-12-19 坤泰车辆系统（常州）有限公司 基于混合动力的四挡变速器动力系统
CN109203965B (zh) * 2018-09-29 2023-09-22 吉泰车辆技术（苏州）有限公司 基于混合动力的四挡变速器驱动系统
CN111114277B (zh) * 2018-10-31 2023-03-14 比亚迪股份有限公司 混合动力驱动系统及车辆
CN111114279A (zh) * 2018-10-31 2020-05-08 比亚迪股份有限公司 混合动力驱动系统及车辆
CN111114277A (zh) * 2018-10-31 2020-05-08 比亚迪股份有限公司 混合动力驱动系统及车辆
CN111114278A (zh) * 2018-10-31 2020-05-08 比亚迪股份有限公司 混合动力驱动系统及车辆
CN111301144A (zh) * 2018-12-11 2020-06-19 广州汽车集团股份有限公司 一种汽车混合动力耦合系统及车辆
CN109693529A (zh) * 2019-01-18 2019-04-30 中国第一汽车股份有限公司 一种混合动力专用变速器
CN111365421A (zh) * 2020-03-18 2020-07-03 坤泰车辆系统（常州）有限公司 低挠度混合动力四挡变速器
CN113147354A (zh) * 2021-05-07 2021-07-23 一汽解放汽车有限公司 混合动力系统
CN113263902B (zh) * 2021-06-29 2022-03-15 奇瑞汽车股份有限公司 车辆混合动力总成、控制方法及车辆
CN113263902A (zh) * 2021-06-29 2021-08-17 奇瑞汽车股份有限公司 车辆混合动力总成、控制方法及车辆
CN113665344A (zh) * 2021-08-05 2021-11-19 南通大任永磁电机制造有限公司 一种双电机四速比增程电动车动力总成及电动汽车
CN113665344B (zh) * 2021-08-05 2023-12-15 南通大任永磁电机制造有限公司 一种双电机四速比增程电动车动力总成及电动汽车

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