WO2019128968A1 - 混合动力驱动系统及车辆 - Google Patents

混合动力驱动系统及车辆 Download PDF

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Publication number
WO2019128968A1
WO2019128968A1 PCT/CN2018/123391 CN2018123391W WO2019128968A1 WO 2019128968 A1 WO2019128968 A1 WO 2019128968A1 CN 2018123391 W CN2018123391 W CN 2018123391W WO 2019128968 A1 WO2019128968 A1 WO 2019128968A1
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WIPO (PCT)
Prior art keywords
gear
transmission
output shaft
motor
power
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PCT/CN2018/123391
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English (en)
French (fr)
Inventor
刘静
华煜
柴领道
张金涛
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比亚迪股份有限公司
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Publication of WO2019128968A1 publication Critical patent/WO2019128968A1/zh

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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
    • B60K6/22—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
    • 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

Definitions

  • the present disclosure relates to the technical field of vehicles, and relates to a hybrid drive system and a vehicle.
  • a hybrid drive system generally consists of an engine, a generator, an electric motor, a power source, etc., and the engine and the power source together provide power to the vehicle.
  • the present disclosure provides a hybrid drive system including: an engine; a transmission including a dual clutch, a first gear gear set, a second gear gear set, and an output shaft of the engine Connecting the input end of the dual clutch, the first output shaft of the dual clutch is coupled to the first gear gear set, and the second output shaft of the dual clutch is coupled to the second gear gear set; a motor, the first motor being coupled to the first output shaft or the second output shaft; and an output portion for outputting power transmitted from the first gear gear set or the second gear gear set To drive the vehicle.
  • the transmission includes a transmission output shaft, the transmission output shaft is coupled to the first gear gear set, the transmission output shaft is coupled to the second gear gear set, the transmission output shaft
  • the output unit transmits power.
  • the first gear gear set includes a first drive gear and a first driven gear
  • the second gear gear set includes a second drive gear and a second driven gear
  • the second output shaft is coupled to the second drive gear
  • the transmission output shaft is coupled to the first driven gear
  • the transmission output shaft and the second slave Dynamic gear connection the first gear gear set includes a first drive gear and a first driven gear
  • the second gear gear set includes a second drive gear and a second driven gear
  • the first gear gear set is located between the dual clutch and the second gear gear set, and the first output shaft is sleeved on the second output shaft.
  • the power shaft of the first motor is coaxially connected to the second output shaft.
  • the power shaft of the first motor is coupled to the first transmission gear, the first transmission gear meshes with the first driving gear, and the number of teeth of the first transmission gear is smaller than that of the first driving gear Number of teeth.
  • the system further includes a second electric machine, the output being further for outputting power from the second electric machine to drive the vehicle.
  • the power shaft of the second motor is coupled to the second transmission gear, and the second transmission gear meshes with the first driving gear.
  • the power shaft of the second motor is coupled to the third transmission gear, and the third transmission gear meshes with the first driven gear.
  • the power shaft of the second motor is coupled to the fourth transmission gear, and the fourth transmission gear is meshed with the second driving gear.
  • the power shaft of the second motor is coupled to the fifth transmission gear, and the fifth transmission gear is meshed with the second driven gear.
  • the power shaft of the second motor is coupled to the sixth transmission gear
  • the sixth transmission gear is meshed with the seventh transmission gear
  • the seventh transmission gear is coupled to the transmission output shaft.
  • a power shaft of the first motor is coupled to a second output shaft of the dual clutch, and a power shaft of the second motor is sleeved on a power shaft of the first motor.
  • the sixth transmission gear is disposed at one end of the transmission output shaft, and the system further includes a clutch through which the sixth transmission gear is coupled to the transmission output shaft.
  • the system further includes a synchronizer, an eighth transmission gear and a ninth transmission gear, the eighth transmission gear meshes with the first driven gear, the ninth transmission gear and the second slave The moving gear meshes, and the power shaft of the second motor is selectively coupled to the eighth or fifth transmission gear through the synchronizer.
  • the combination of the dual clutch and the two gear gear sets enables the switching of the two gears by controlling the dual clutch, and has a simple structure and convenient operation.
  • the present disclosure also provides a vehicle including the hybrid drive system as described above.
  • FIG. 1 is a schematic schematic diagram of a hybrid drive system in accordance with a first embodiment of the present disclosure
  • FIG. 2 is a schematic schematic diagram of a hybrid drive system in accordance with a second embodiment of the present disclosure
  • FIG. 3 is a schematic conceptual diagram of a hybrid drive system in accordance with a third embodiment of the present disclosure.
  • FIG. 4 is a schematic conceptual diagram of a hybrid drive system in accordance with a fourth embodiment of the present disclosure.
  • FIG. 5 is a schematic conceptual diagram of a hybrid drive system in accordance with a fifth embodiment of the present disclosure.
  • FIG. 6 is a schematic conceptual diagram of a hybrid drive system in accordance with a sixth embodiment of the present disclosure.
  • FIG. 7 is a schematic conceptual diagram of a hybrid drive system in accordance with a seventh embodiment of the present disclosure.
  • FIG. 8 is a schematic conceptual diagram of a hybrid drive system in accordance with an eighth embodiment of the present disclosure.
  • FIG. 9 is a schematic conceptual diagram of a hybrid drive system in accordance with a ninth embodiment of the present disclosure.
  • a hybrid drive system in accordance with a first embodiment of the present disclosure includes an engine 1, a transmission, an output, and a first motor 2.
  • the power of the engine 1 is transmitted to the output portion through the transmission, and the output portion outputs power to drive the vehicle.
  • the transmission includes a dual clutch 4, a first gear gear set, and a second gear gear set.
  • the dual clutch 4 has an input end 41, a first output shaft 42 and a second output shaft 43, the output shaft of the engine 1 is connected to the input end 41 of the dual clutch 4, and the first output of the dual clutch 4
  • the shaft 42 is coupled to the first gear set and the second output shaft 43 of the dual clutch 4 is coupled to the second gear set.
  • the input end 41 of the dual clutch 4 may be the housing of the dual clutch 4, and the dual clutch 4 further includes two driven discs.
  • the first output shaft 42 of the dual clutch 4 may be connected to one of the driven discs via a key, the dual clutch 4
  • the second output shaft 43 can be connected to the other driven disk by a key.
  • the housing of the dual clutch 4 and the two driven discs may both be disconnected, i.e., the input end 41 is disconnected from both the first output shaft 42 and the second output shaft 43.
  • the housing can be controlled to engage with the corresponding driven plate to rotate synchronously, and the driven plate drives the corresponding output shaft to rotate synchronously, that is, the input end 41 and the first output shaft 42 and the first One of the two output shafts 43 is drivingly coupled such that the power transmitted from the input terminal 41 can be output through one of the first output shaft 42 and the second output shaft 43.
  • the housing of the dual clutch 4 can also be engaged with the two driven plates at the same time, that is, the input end 41 can also be in driving connection with the first output shaft 42 and the second output shaft 43 at the same time, so that the input end 41 is transmitted. Power can be output through the first output shaft 42 and the second output shaft 43 at the same time.
  • control strategy can be adaptively set according to the actual required transmission mode, so that the input 41 and the two outputs can be The axes are all disconnected and the input 41 is switched between a plurality of modes, such as one of the two output shafts.
  • the combination of the dual clutch 4 and the two gear sets makes it possible to switch between the two gears by controlling the dual clutch 4.
  • the housing of the dual clutch 4 can be controlled to engage with the driven disk corresponding to the first output shaft 42 so that the input end 41 of the dual clutch 4 and the first output are
  • the shaft 42 is connected to the transmission;
  • the casing of the dual clutch 4 can be controlled to engage with the driven plate corresponding to the second output shaft 43, so that the input end 41 and the second of the dual clutch 4 are
  • the output shaft 43 is drivingly connected.
  • the first gear gear set includes a first driving gear 5 and a first driven gear 6, and the first driving gear 5 and the first driven gear 6 may be directly engaged or may be meshed with the intermediate gear, thereby transmitting through the intermediate gear connection.
  • the second gear gear set includes a second driving gear 7 and a second driven gear 8, and the second driving gear 7 and the second driven gear 8 may be directly engaged or may be meshed with the intermediate gear, thereby being transmitted through the intermediate gear connection.
  • the first gear gear set may be a low gear gear set
  • the second gear gear set may be a high gear gear set, but the disclosure is not limited thereto, and in other embodiments, the first gear gear set may be high
  • the gear set, the second gear set can be a low gear set.
  • the transmission may also include a transmission output shaft 9, both of which are mounted on the transmission output shaft 9, such that the transmission output shaft 9 can be coupled to the first driven gear 6 and the second driven gear 8 synchronous rotation. Both the power from the first gear set and the power from the second gear set are output outward through the transmission output shaft 9.
  • the first gear gear set is located between the dual clutch 4 and the second gear gear set, and the first output shaft 42 of the dual clutch 4 is coupled to the first drive gear 5, the dual clutch 4
  • the second output shaft 43 is coupled to the second drive gear 7, and the first output shaft 42 is sleeved over the second output shaft 43.
  • the hybrid drive system further includes a first electric machine 2 that can generate electricity either by the engine 1 or as an electric motor to drive the vehicle.
  • the first motor 2 is coupled to the first output shaft 42 or the second output shaft 43 of the dual clutch 4 so that the first motor 2 can be controlled to generate electricity by the dual clutch 4.
  • the power shaft of the first motor 2 is coaxially connected with the second output shaft 43 of the dual clutch 4, and the second gear gear set is located in the first gear gear set and the first Between the motors 2.
  • the hybrid drive system also includes a second electric machine 3 that is also used to output power from the second electric machine 3 to drive the vehicle.
  • the second electric machine 3 can be used both as an electric motor for driving a vehicle and as a generator for generating electricity.
  • the second motor 3 can be connected to the hybrid drive system by any suitable means.
  • the second transmission gear 12 is mounted on the power shaft of the second motor 3 , and the second transmission gear 12 meshes with the first driving gear 5 , and the power of the second motor 3 can pass through the The second transmission gear 12, the first drive gear 5, the first driven gear 6, and the transmission output shaft 9 are transmitted to the output portion.
  • the output is configured to transmit power output by the transmission to the wheels of the vehicle.
  • the output portion may include an output gear 20 and a differential 21.
  • the output gear 20 is mounted on the transmission output shaft 9 and rotates in synchronization with the transmission output shaft 9, and the output gear 20 meshes with the main reduction gear 22 of the differential 21.
  • the function of the differential 21 is to roll the left and right wheels at different angular velocities when the vehicle is turning or driving on an uneven road surface to ensure a pure rolling motion between the wheels on both sides and the ground.
  • a differential reduction gear 22 is provided on the differential 21, and the main reduction gear 22 can be disposed, for example, on the housing of the differential 21.
  • FIG. 2 is a schematic schematic diagram of a second embodiment in accordance with the present disclosure.
  • the second embodiment differs from the first embodiment mainly in that: in the second embodiment, the third transmission gear 13 is mounted on the power shaft of the second motor 3, and the third transmission gear 13 and the first gear The first driven gear 6 of the bit gear set meshes.
  • FIG 3 is a schematic schematic diagram of a third embodiment in accordance with the present disclosure.
  • the third embodiment differs from the first embodiment mainly in that, in the third embodiment, the fourth transmission gear 14 is mounted on the power shaft of the second motor 3, and the fourth transmission gear 14 and the second transmission The second drive gear 7 of the bit gear set is engaged.
  • the fourth embodiment differs from the first embodiment mainly in that: in the fourth embodiment, the fifth transmission gear 15 is mounted on the power shaft of the second motor 3, and the fifth transmission gear 15 and the second gear The second driven gear 8 of the bit gear set meshes.
  • FIG. 5 is a schematic schematic diagram of a fifth embodiment in accordance with the present disclosure.
  • the difference between the fifth embodiment and the first embodiment is mainly as follows: 1.
  • the first transmission gear 11 is mounted on the power shaft of the first motor 2, and the first transmission gear 11 and the The first driving gear 5 of the first gear set is meshed, and the number of teeth of the first transmission gear 11 is smaller than the number of teeth of the first driving gear 5, so that the rotation speed of the first motor 2 is greater than the rotation speed of the engine 1, and the first motor 2 is increased.
  • Speed power generation 2.
  • the power shaft of the second motor 3 is coupled to the transmission output shaft 9 through a pair of gears, and the power shaft of the second motor 3 is idled over the second output shaft of the dual clutch 4.
  • a sixth transmission gear 16 is mounted on the power shaft of the second motor 3, and a seventh transmission gear 17 is mounted on the transmission output shaft 9, and the sixth transmission gear 16 meshes with the seventh transmission gear 17.
  • FIG. 6 is a schematic schematic diagram of a sixth embodiment in accordance with the present disclosure.
  • the sixth embodiment differs from the fifth embodiment mainly in that: 1.
  • the seventh transmission gear 17 is disposed at one end of the transmission output shaft 9 and is coupled to the transmission output shaft 9 via the clutch 23. .
  • the second motor 3, the sixth transmission gear 16, and the seventh transmission gear can be separated by controlling the clutch 23. 17 is disengaged from the transmission output shaft 9, thereby reducing the load and improving work efficiency.
  • FIG. 7 is a schematic schematic diagram of a seventh embodiment in accordance with the present disclosure.
  • the seventh embodiment differs from the fifth embodiment mainly in that, in the seventh embodiment, the power shaft of the second motor 3 is sleeved on the second output shaft 43 of the dual clutch 4, and the transmission is located in the engine 1 and Between the second electric machines 3, the second electric machine 3 is located between the transmission and the first electric machine 2, so that the structure of the hybrid drive system is more compact and easy to arrange on the entire vehicle.
  • FIG. 8 is a schematic schematic diagram of an eighth embodiment in accordance with the present disclosure.
  • the eighth embodiment differs from the sixth embodiment mainly in that, in the eighth embodiment, the power shaft of the second motor 3 is sleeved on the second output shaft 43 of the dual clutch 4, and the transmission is located in the engine 1 and Between the second electric machines 3, the second electric machine 3 is located between the transmission and the first electric machine 2, so that the structure of the hybrid drive system is more compact and easy to arrange on the entire vehicle.
  • the hybrid drive system further includes a synchronizer 30, an eighth transmission gear 31, and a ninth transmission gear 32, and an eighth transmission gear 31 meshes with the first driven gear 6, the ninth transmission gear 32 meshes with the second driven gear 8, and the eighth transmission gear 31 and the ninth transmission gear 32 are vacantly mounted on the power shaft of the second motor 3, and the synchronizer 30
  • the power shaft of the second motor 3 is disposed between the eighth transmission gear 31 and the ninth transmission gear 32, and the synchronizer 30 is selectively engaged with the eighth transmission gear 31 or the ninth transmission gear 32.
  • the second motor 3 is capable of achieving two-speed power output.
  • the synchronizer 30 when the synchronizer 30 is engaged with the eighth transmission gear 31, the power of the second motor 3 sequentially passes through the synchronizer 30, the eighth transmission gear 31, the first driven gear 6, the transmission output shaft 9, the output gear 20, The main reduction gear 22 and the differential 21 are transmitted to the wheels; when the synchronizer 30 is engaged with the ninth transmission gear 32, the power of the second electric machine 3 sequentially passes through the synchronizer 30, the ninth transmission gear 32, and the second driven gear 8 The transmission output shaft 9, the output gear 20, the final reduction gear 22, and the differential 21 are transmitted to the wheels.
  • the hybrid drive system of the present disclosure may have the following operating conditions;
  • the second motor 3 pure electric working conditions.
  • the input end 41 of the control dual clutch 4 and the two output shafts are both disconnected, neither the engine 1 nor the first motor 2 is operated, and the second motor 3 drives the wheels through the differential 21.
  • This condition is mainly used for uniform speed or urban road surface, and the battery has a high power.
  • the advantage of this condition is that the second motor 3 is directly driven, the transmission chain is the shortest, and the components involved in the operation are the least, and the highest transmission efficiency and the minimum noise can be achieved.
  • the second motor 3 is a main power source and has full power output; the first motor 2 is an auxiliary power source and limits power output.
  • the input 41 of the control dual clutch 4 is connected to one of the two output shafts.
  • the two motors adjust the speed to ensure that the angular velocity transmitted to the output shaft 9 of the transmission is uniform.
  • 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 engine 1, the first motor 2 and the second motor 3 each drive a wheel.
  • the two motors are adjustable to match the angular velocity of the transmission output shaft 9.
  • the advantage of this condition is that the three-engine engine 1, the first motor 2 and the second motor 3 are simultaneously driven, and the maximum dynamic performance can be exerted.
  • the input end 41 of the control dual clutch 4 is connected to one of the two output shafts, and the first motor 2 and the second motor 3 are both inoperative, and the gear shift can be realized by the dual clutch 4.
  • the engine 1 drives the charging condition.
  • the first motor 2 is simultaneously driven to generate electricity based on the independent driving conditions of the engine 1.
  • the second motor 3 generates electricity when the vehicle brakes.
  • This condition is mainly used for downhill, braking or deceleration of vehicles.
  • the advantage of this condition is that the maximum energy of the feedback is achieved during deceleration or braking.
  • the engine 1 drives the first electric machine 2 to generate electric power on the one hand, and transmits power to the differential 21 through the dual clutch 4 and the gear shifting group to drive the wheels, and the second electric motor 3 drives the wheels through the differential 21 on the other hand.
  • 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 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 transmission can provide two gear positions, the rotation speed and torque of the engine 1 can be adjusted to some extent, and the working efficiency of the engine 1 can be improved.
  • the gear shifting of the transmission is achieved by the dual clutch 4, which is capable of allowing the engagement process of one driven disk to overlap with the disconnection process of the other driven disk when the shifting is switched, thereby avoiding
  • the instantaneous interruption of torque transmission ensures the smooth shifting process and the smooth running of the whole vehicle.
  • the dual clutch has a large advantage in both smoothness and reliability.

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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

一种混合动力驱动系统及车辆。所述系统包括：发动机（1）；变速器，所述变速器包括双离合器（4）、第一挡位齿轮组（5，6）、第二挡位齿轮组（7，8），所述发动机（1）的输出轴与所述双离合器（4）的输入端（41）连接，所述双离合器（4）的第一输出轴（42）连接到所述第一挡位齿轮组（5，6），所述双离合器（4）的第二输出轴（43）连接到所述第二挡位齿轮组（7，8）；第一电机（2），所述第一电机（2）与所述第一输出轴（42）或第二输出轴（43）相连；输出部，所述输出部用于输出来自所述第一挡位齿轮组（5，6）或第二挡位齿轮组（7，8）传递的动力以驱动车辆。

Description

混合动力驱动系统及车辆
相关申请的交叉引用
本公开要求比亚迪股份有限公司于2017年12月29日提交的、发明名称为“混合动力驱动系统及车辆”的、中国专利申请号“201721924682.0”的优先权。
技术领域
本公开涉及车辆技术领域，涉及一种混合动力驱动系统及车辆。
背景技术
当今世界人类面临着能源匮乏和环境恶化两大挑战，传统汽车日益受到石油危机的严重困扰，节能环保逐渐成为汽车行业的发展主题。近年来，具有两种不同动力源、实现降低油耗和排放的混合动力汽车，得到了开发应用，并投入商业生产推向市场。
混合动力驱动系统一般由发动机、发电机、电动机、动力电源等构成，发动机和动力电源共同为车辆提供动力。
申请内容
本公开的目的是提供一种结构简单的混合动力驱动系统，该系统能够实现发动机两挡驱动。
为了实现上述目的，本公开提供一种混合动力驱动系统，包括：发动机；变速器，所述变速器包括双离合器、第一挡位齿轮组、第二挡位齿轮组，所述发动机的输出轴与所述双离合器的输入端连接，所述双离合器的第一输出轴连接到所述第一挡位齿轮组，所述双离合器的第二输出轴连接到所述第二挡位齿轮组；第一电机，所述第一电机与所述第一输出轴或第二输出轴相连；输出部，所述输出部用于输出来自所述第一挡位齿轮组或第二挡位齿轮组传递的动力以驱动车辆。
可选地，所述变速器包括变速器输出轴，所述变速器输出轴与所述第一挡位齿轮组连接，所述变速器输出轴与所述第二挡位齿轮组连接，所述变速器输出轴向所述输出部传递动力。
可选地，所述第一挡位齿轮组包括第一主动齿轮和第一从动齿轮，所述第二挡位齿轮 组包括第二主动齿轮和第二从动齿轮，所述第一输出轴连接到所述第一主动齿轮，所述第二输出轴连接到所述第二主动齿轮，所述变速器输出轴和所述第一从动齿轮连接，所述变速器输出轴和所述第二从动齿轮连接。
可选地，所述第一挡位齿轮组位于所述双离合器和所述第二挡位齿轮组之间，所述第一输出轴空套在所述第二输出轴上。
可选地，所述第一电机的动力轴与所述第二输出轴同轴连接。
可选地，所述第一电机的动力轴与第一传动齿轮连接，所述第一传动齿轮与所述第一主动齿轮啮合，所述第一传动齿轮的齿数小于所述第一主动齿轮的齿数。
可选地，所述系统还包括第二电机，所述输出部还用于输出来自所述第二电机的动力以驱动车辆。
可选地，所述第二电机的动力轴与第二传动齿轮连接，所述第二传动齿轮与所述第一主动齿轮啮合。
可选地，所述第二电机的动力轴与第三传动齿轮连接，所述第三传动齿轮与所述第一从动齿轮啮合。
可选地，所述第二电机的动力轴与第四传动齿轮连接，所述第四传动齿轮与所述第二主动齿轮啮合。
可选地，所述第二电机的动力轴与第五传动齿轮连接，所述第五传动齿轮与所述第二从动齿轮啮合。
可选地，所述第二电机的动力轴与第六传动齿轮连接，所述第六传动齿轮与第七传动齿轮啮合，所述第七传动齿轮与所述变速器输出轴连接。
可选地，所述第一电机的动力轴与所述双离合器的第二输出轴连接，所述第二电机的动力轴空套在第一电机的动力轴上。
可选地，所述第六传动齿轮设置在所述变速器输出轴的一端，所述系统还包括离合器，所述第六传动齿轮通过所述离合器与所述变速器输出轴相连。
可选地，所述系统还包括同步器、第八传动齿轮和第九传动齿轮，所述第八传动齿轮与所述第一从动齿轮啮合，所述第九传动齿轮与所述第二从动齿轮啮合，所述第二电机的动力轴通过所述同步器可选择地连接到所述第八传动齿轮或第九传动齿轮。
在本公开中，通过双离合器与两个挡位齿轮组的结合，使得能够通过控制双离合器实现两个挡位的切换，结构简单，操作方便。
本公开还提供一种车辆，包括如上所述的混合动力驱动系统。
本公开的其他特征和优点将在随后的具体实施方式部分予以详细说明。
附图说明
附图是用来提供对本公开的进一步理解，并且构成说明书的一部分，与下面的具体实施方式一起用于解释本公开，但并不构成对本公开的限制。在附图中：
图1是根据本公开的第一种实施方式的混合动力驱动系统的示意性原理图；
图2是根据本公开的第二种实施方式的混合动力驱动系统的示意性原理图；
图3是根据本公开的第三种实施方式的混合动力驱动系统的示意性原理图；
图4是根据本公开的第四种实施方式的混合动力驱动系统的示意性原理图；
图5是根据本公开的第五种实施方式的混合动力驱动系统的示意性原理图；
图6是根据本公开的第六种实施方式的混合动力驱动系统的示意性原理图；
图7是根据本公开的第七种实施方式的混合动力驱动系统的示意性原理图；
图8是根据本公开的第八种实施方式的混合动力驱动系统的示意性原理图；
图9是根据本公开的第九种实施方式的混合动力驱动系统的示意性原理图。
具体实施方式
以下结合附图对本公开的具体实施方式进行详细说明。应当理解的是，此处所描述的具体实施方式仅用于说明和解释本公开，并不用于限制本公开。
图1是根据本公开的第一种实施方式的混合动力驱动系统的示意性原理图。如图1所示，根据本公开的第一种实施方式的混合动力驱动系统包括发动机1、变速器、输出部、第一电机2。发动机1的动力通过变速器传递给输出部，输出部输出动力以驱动车辆。
变速器包括双离合器4、第一挡位齿轮组、第二挡位齿轮组。其中，如图1所示，双离合器4具有输入端41、第一输出轴42和第二输出轴43，发动机1的输出轴与双离合器4的输入端41连接，双离合器4的第一输出轴42连接到第一挡位齿轮组，双离合器4的第二输出轴43连接到第二挡位齿轮组。
双离合器4的输入端41可以是双离合器4的壳体，双离合器4还包括两个从动盘，双离合器4的第一输出轴42可以与其中一个从动盘通过键连接，双离合器4的第二输出轴43可以与另一个从动盘通过键连接。一般地，双离合器4的壳体与两个从动盘可以是都断开的，即输入端41与第一输出轴42和第二输出轴43均断开。在需要接合其中一个从动盘时，可以控制壳体与相应的从动盘进行接合从而同步旋转，从动盘又带动相应的输出轴同步旋转，即输入端41与第一输出轴42和第二输出轴43之一传动连接，从而使得输入端41传来的动力可以通过第一输出轴42和第二输出轴43中的一个输出。
特别地，双离合器4的壳体也可以同时与两个从动盘接合，即输入端41也可以同时与第一输出轴42和第二输出轴43传动连接，从而使得输入端41传来的动力可以同时通过第一输出轴42和第二输出轴43输出。
应当理解，双离合器4的具体接合状态受到控制策略的影响，对于本领域技术人员而言，可以根据实际所需的传动模式而适应性设定控制策略，从而可以在输入端41与两个输出轴全部断开以及输入端41与两个输出轴之一传动连接等多种模式之间进行切换。
在本公开中，通过双离合器4与两个挡位齿轮组的结合，使得能够通过控制双离合器4实现两个挡位的切换。具体地，当需要变速器以第一挡位输入动力时，可以控制双离合器4的壳体与第一输出轴42所对应的从动盘接合，从而使双离合器4的输入端41与第一输出轴42传动连接；需要变速器以第二挡位输入动力时，可以控制双离合器4的壳体与第二输出轴43所对应的从动盘接合，从而使双离合器4的输入端41与第二输出轴43传动连接。
第一挡位齿轮组包括第一主动齿轮5和第一从动齿轮6，第一主动齿轮5和第一从动齿轮6可以直接啮合，也可以均与中间齿轮啮合，从而通过该中间齿轮传动连接。第二挡位齿轮组包括第二主动齿轮7和第二从动齿轮8，第二主动齿轮7和第二从动齿轮8可以直接啮合，也可以均与中间齿轮啮合，从而通过该中间齿轮传动连接。第一挡位齿轮组可以为低挡位齿轮组，第二挡位齿轮组可以为高挡位齿轮组，但是本公开不限于此，在其他实施方式中，第一挡位齿轮组可以为高挡位齿轮组，第二挡位齿轮组可以为低挡位齿轮组。
变速器还可以包括变速器输出轴9，第一从动齿轮6和第二从动齿轮8均安装在变速器输出轴9上，使得变速器输出轴9能够与第一从动齿轮6和第二从动齿轮8同步旋转。无论来自第一挡位齿轮组的动力还是来自第二挡位齿轮组的动力，均通过变速器输出轴9向外输出。
在图1所示的实施方式中，第一挡位齿轮组位于双离合器4和第二挡位齿轮组之间，双离合器4的第一输出轴42连接到第一主动齿轮5，双离合器4的第二输出轴43连接到第二主动齿轮7，第一输出轴42空套在第二输出轴43上。
混合动力驱动系统还包括第一电机2，该第一电机2既可在发动机1的带动下进行发电，又可作为电动机以驱动车辆。第一电机2与双离合器4的第一输出轴42或第二输出轴43相连，从而可以通过双离合器4控制第一电机2发电。在图1所示的第一种实施方式中，第一电机2的动力轴与双离合器4的第二输出轴43同轴连接，第二挡位齿轮组位于第一挡位齿轮组和第一电机2之间。
混合动力驱动系统还包括第二电机3，输出部还用于输出来自第二电机3的动力以驱动车辆。第二电机3既可作为电动机以用于驱动车辆，又可作为发电机以用于发电。第二 电机3可以通过任意适当的方式连接到混合动力驱动系统中。在图1所示的实施方式中，第二电机3的动力轴上安装有第二传动齿轮12，该第二传动齿轮12与第一主动齿轮5啮合，第二电机3的动力可以依次通过第二传动齿轮12、第一主动齿轮5、第一从动齿轮6、变速器输出轴9传递至输出部。
输出部被构造成将变速器输出的动力传递至车辆的车轮。例如，输出部可以包括输出齿轮20和差速器21。输出齿轮20安装在变速器输出轴9上并与变速器输出轴9同步旋转，输出齿轮20与差速器21的主减速齿轮22啮合。差速器21的功用是当车辆转弯行驶或者在不平路面上行驶时，使左右车轮以不同的角速度滚动，以保证两侧车轮与地面间作纯滚动运动。差速器21上设置有主减速齿轮22，主减速齿轮22例如可以布置在差速器21的壳体上。
图2是根据本公开的第二种实施方式的示意性原理图。第二种实施方式与第一种实施方式的区别主要在于：在第二种实施方式中，第二电机3的动力轴上安装有第三传动齿轮13，该第三传动齿轮13与第一挡位齿轮组的第一从动齿轮6啮合。
图3是根据本公开的第三种实施方式的示意性原理图。第三种实施方式与第一种实施方式的区别主要在于：在第三种实施方式中，第二电机3的动力轴上安装有第四传动齿轮14，该第四传动齿轮14与第二挡位齿轮组的第二主动齿轮7啮合。
图4是根据本公开的第四种实施方式的示意性原理图。第四种实施方式与第一种实施方式的区别主要在于：在第四种实施方式中，第二电机3的动力轴上安装有第五传动齿轮15，该第五传动齿轮15与第二挡位齿轮组的第二从动齿轮8啮合。
图5是根据本公开的第五种实施方式的示意性原理图。第五种实施方式与第一种实施方式的区别主要在于：1、在第五种实施方式中，第一电机2的动力轴上安装有第一传动齿轮11，该第一传动齿轮11与第一挡位齿轮组的第一主动齿轮5啮合，第一传动齿轮11的齿数小于第一主动齿轮5的齿数，以使得第一电机2的转速大于发动机1的转速，实现第一电机2的增速发电；2、在第五种实施方式中，第二电机3的动力轴通过一对齿轮连接到变速器输出轴9，并且第二电机3的动力轴空套在双离合器4的第二输出轴43上，具体地，第二电机3的动力轴上安装有第六传动齿轮16，变速器输出轴9上安装有第七传动齿轮17，第六传动齿轮16与第七传动齿轮17啮合。
图6是根据本公开的第六种实施方式的示意性原理图。第六种实施方式与第五种实施方式的区别主要在于：1、在第六种实施方式中，第七传动齿轮17设置在变速器输出轴9的一端，并通过离合器23与变速器输出轴9相连。通过设置离合器23，使得在纯燃油工况(包括纯燃油驱动工况和纯燃油发电工况)，可以通过控制离合器23分离，以将第二电机3、第六传动齿轮16和第七传动齿轮17从变速器输出轴9上脱开，从而减小负载，提 高工作效率。
图7是根据本公开的第七种实施方式的示意性原理图。第七种实施方式与第五种实施方式的区别主要在于：在第七种实施方式中，第二电机3的动力轴空套在双离合器4的第二输出轴43上，变速器位于发动机1和第二电机3之间，第二电机3位于变速器和第一电机2之间，以使得混合动力驱动系统的结构更紧凑，便于在整车上布置。
图8是根据本公开的第八种实施方式的示意性原理图。第八种实施方式与第六种实施方式的区别主要在于：在第八种实施方式中，第二电机3的动力轴空套在双离合器4的第二输出轴43上，变速器位于发动机1和第二电机3之间，第二电机3位于变速器和第一电机2之间，以使得混合动力驱动系统的结构更紧凑，便于在整车上布置。
图9是根据本公开的第九种实施方式的示意性原理图。第九种实施方式与第一种实施方式的区别主要在于：在第九种实施方式中，混合动力驱动系统还包括同步器30、第八传动齿轮31和第九传动齿轮32，第八传动齿轮31与第一从动齿轮6啮合，第九传动齿轮32与第二从动齿轮8啮合，第八传动齿轮31和第九传动齿轮32空套在第二电机3的动力轴上，同步器30设置在第二电机3的动力轴上且位于第八传动齿轮31和第九传动齿轮32之间，同步器30选择性地与第八传动齿轮31或第九传动齿轮32接合。在这种情况下，第二电机3能够实现两挡动力输出。具体地，当同步器30与第八传动齿轮31接合时，第二电机3的动力依次经过同步器30、第八传动齿轮31、第一从动齿轮6、变速器输出轴9、输出齿轮20、主减速齿轮22和差速器21传递至车轮；当同步器30与第九传动齿轮32接合时，第二电机3的动力依次经过同步器30、第九传动齿轮32、第二从动齿轮8、变速器输出轴9、输出齿轮20、主减速齿轮22和差速器21传递至车轮。
本公开的混合动力驱动系统可以具有以下工况；
一、第二电机3纯电动工况。控制双离合器4的输入端41和两个输出轴均断开，发动机1与第一电机2均不工作，第二电机3通过差速器21驱动车轮。该工况主要用于匀速或城市路面等情况，同时电池具有较高的电量。该工况的优点在于第二电机3直接驱动，传动链最短、参与工作的部件最少，可以达到最高的传动效率和最小的噪音。
二、双电机纯电动工况。第二电机3为主要的动力源，全功率输出；第一电机2为辅助的动力源，限功率输出。控制双离合器4的输入端41和两个输出轴中的一者相连。两个电机调整转速，确保传递至变速器输出轴9的角速度一致。该工况主要用于加速、爬坡、超车、高速等较大负荷场合，且电池电量较高的情况。该工况相较于单电机驱动拥有更好的动力性能，相较于混合动力拥有更好的经济性和更低的噪音，更能突出其优势的典型应用场合为大坡度(盘山路)的拥堵路况。
三、并联工况。发动机1、第一电机2和第二电机3均驱动车轮。两个电机可调速以 配合变速器输出轴9的角速度。该工况的优点是三引擎发动机1、第一电机2和第二电机3同时驱动，可以发挥最大的动力性能。
四、串联工况。控制双离合器4的输入端41和两个输出轴均断开，发动机1带动第一电机2进行发电，第二电机3驱动车轮。
五、发动机1独立驱动工况。控制双离合器4的输入端41和两个输出轴之一相连，第一电机2和第二电机3均不工作，可以通过双离合器4实现挡位切换。
六、发动机1驱动充电工况。在发动机1独立驱动工况基础上，同时驱动第一电机2发电。
七、制动/减速回馈工况。第二电机3在车辆制动时发电。该工况主要用于车辆下坡、制动或减速。该工况的优点在于减速或制动时，达到回馈能量的最大化。
八、混联工况。发动机1一方面带动第一电机2发电，另一方面通过双离合器4和挡位齿轮组将动力传递至差速器21以驱动车轮，第二电机3通过差速器21驱动车轮。该工况主要用于加速、爬坡等较大负荷场合且电量不多的情况下。该工况的优点是可以发挥发动机1的全部动力，既保证车辆的动力性，又可以同时进行发电，保持电池的电量。
在本公开中，通过将双离合器4与两个挡位齿轮组巧妙地结合在一起，使得能够获得一种结构简单、操作方便的两挡变速器。由于该变速器可提供两个挡位，因此能够在一定程度上调节发动机1的转速及扭矩，提高发动机1的工作效率。
在本公开中，变速器的挡位切换是通过双离合器4来实现的，双离合器4能够允许换挡切换时一个从动盘的接合过程与另一从动盘的断开过程发生重叠，从而避免扭矩传递的瞬时中断，保证换挡过程及整车运行的平顺性。相比于机械结构更加复杂的同步器，双离合器无论是在平顺性还是可靠性方面都具有较大优势。
以上结合附图详细描述了本公开的优选实施方式，但是，本公开并不限于上述实施方式中的具体细节，在本公开的技术构思范围内，可以对本公开的技术方案进行多种简单变型，这些简单变型均属于本公开的保护范围。
另外需要说明的是，在上述具体实施方式中所描述的各个具体技术特征，在不矛盾的情况下，可以通过任何合适的方式进行组合。为了避免不必要的重复，本公开对各种可能的组合方式不再另行说明。
此外，本公开的各种不同的实施方式之间也可以进行任意组合，只要其不违背本公开的思想，其同样应当视为本公开所公开的内容。

Claims (16)

  1. 一种混合动力驱动系统，其特征在于，包括：
    发动机(1)；
    变速器，所述变速器包括双离合器(4)、第一挡位齿轮组、第二挡位齿轮组，所述发动机(1)的输出轴与所述双离合器(4)的输入端(41)连接，所述双离合器(4)的第一输出轴(42)连接到所述第一挡位齿轮组，所述双离合器(4)的第二输出轴(43)连接到所述第二挡位齿轮组；
    第一电机(2)，所述第一电机(2)与所述第一输出轴(42)或第二输出轴(43)相连；
    输出部，所述输出部用于输出来自所述第一挡位齿轮组或第二挡位齿轮组传递的动力以驱动车辆。
  2. 根据权利要求1所述的系统，其特征在于，所述变速器包括变速器输出轴(9)，所述变速器输出轴(9)与所述第一挡位齿轮组连接，所述变速器输出轴(9)与所述第二挡位齿轮组连接，所述变速器输出轴(9)向所述输出部传递动力。
  3. 根据权利要求2所述的系统，其特征在于，所述第一挡位齿轮组包括第一主动齿轮(5)和第一从动齿轮(6)，所述第二挡位齿轮组包括第二主动齿轮(7)和第二从动齿轮(8)，所述第一输出轴(42)连接到所述第一主动齿轮(5)，所述第二输出轴(43)连接到所述第二主动齿轮(7)，所述变速器输出轴(9)和所述第一从动齿轮(6)连接，所述变速器输出轴(9)和所述第二从动齿轮(8)连接。
  4. 根据权利要求3所述的系统，其特征在于，所述第一挡位齿轮组位于所述双离合器(4)和所述第二挡位齿轮组之间，所述第一输出轴(42)空套在所述第二输出轴(43)上。
  5. 根据权利要求4所述的系统，其特征在于，所述第一电机(2)的动力轴与所述第二输出轴(43)同轴连接。
  6. 根据权利要求3-5任一所述的系统，其特征在于，所述第一电机(2)的动力轴与第一传动齿轮(11)连接，所述第一传动齿轮(11)与所述第一主动齿轮(5)啮合，所述第一传动齿轮(11)的齿数小于所述第一主动齿轮(5)的齿数。
  7. 根据权利要求3-6任一所述的系统，其特征在于，所述系统还包括第二电机(3)，所述输出部还用于输出来自所述第二电机(3)的动力以驱动车辆。
  8. 根据权利要求3-7任一所述的系统，其特征在于，所述第二电机(3)的动力轴与第二传动齿轮(12)连接，所述第二传动齿轮(12)与所述第一主动齿轮(5)啮合。
  9. 根据权利要求3-7任一所述的系统，其特征在于，所述第二电机(3)的动力轴与第三传动齿轮(13)连接，所述第三传动齿轮(13)与所述第一从动齿轮(6)啮合。
  10. 根据权利要求3-7任一所述的系统，其特征在于，所述第二电机(3)的动力轴与第四传动齿轮(14)连接，所述第四传动齿轮(14)与所述第二主动齿轮(7)啮合。
  11. 根据权利要求3-7任一所述的系统，其特征在于，所述第二电机(3)的动力轴与第五传动齿轮(15)连接，所述第五传动齿轮(15)与所述第二从动齿轮(8)啮合。
  12. 根据权利要求3-7任一所述的系统，其特征在于，所述第二电机(3)的动力轴与第六传动齿轮(16)连接，所述第六传动齿轮(16)与第七传动齿轮(17)啮合，所述第七传动齿轮(17)与所述变速器输出轴(9)连接。
  13. 根据权利要求7-12任一所述的系统，其特征在于，所述第一电机(2)的动力轴与所述双离合器(4)的第二输出轴(43)连接，所述第二电机(3)的动力轴空套在第一电机(2)的动力轴上。
  14. 根据权利要求12或13所述的系统，其特征在于，所述第六传动齿轮(16)设置在所述变速器输出轴(9)的一端，所述系统还包括离合器(23)，所述第六传动齿轮(16)通过所述离合器(23)与所述变速器输出轴(9)相连。
  15. 根据权利要求3-7任一所述的系统，其特征在于，所述系统还包括同步器(30)、第八传动齿轮(31)和第九传动齿轮(32)，所述第八传动齿轮(31)与所述第一从动齿轮(6)啮合，所述第九传动齿轮(32)与所述第二从动齿轮(8)啮合，所述第二电机(3)的动力轴通过所述同步器(30)可选择地连接到所述第八传动齿轮(31)或第九传动齿轮(32)。
  16. 一种车辆，其特征在于，包括根据权利要求1-15中任一项所述的混合动力驱动系统。
PCT/CN2018/123391 2017-12-29 2018-12-25 混合动力驱动系统及车辆 WO2019128968A1 (zh)

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CN207809033U (zh) * 2017-12-29 2018-09-04 比亚迪股份有限公司 混合动力驱动系统及车辆
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