WO2019128980A1 - Système d'entraînement hybride et véhicule - Google Patents

Système d'entraînement hybride et véhicule Download PDF

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Publication number
WO2019128980A1
WO2019128980A1 PCT/CN2018/123452 CN2018123452W WO2019128980A1 WO 2019128980 A1 WO2019128980 A1 WO 2019128980A1 CN 2018123452 W CN2018123452 W CN 2018123452W WO 2019128980 A1 WO2019128980 A1 WO 2019128980A1
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WO
WIPO (PCT)
Prior art keywords
gear
transmission
output shaft
motor
power
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PCT/CN2018/123452
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English (en)
Chinese (zh)
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 WO2019128980A1 publication Critical patent/WO2019128980A1/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
    • B60K6/22—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
    • B60K6/22—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
    • B60K6/38—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 driveline clutches
    • 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 a hybrid drive system and a vehicle.
  • the hybrid drive system is generally composed of an engine, a generator, an electric motor, a power source, etc., and the engine and the power source jointly provide power to the vehicle, which results in a structure that is usually complicated, takes up a large space, and has a high cost.
  • the present disclosure provides a hybrid drive system including: an engine; a first motor, a power shaft of the first motor coaxially coupled to an output shaft of the engine; a transmission, the transmission being located Between the engine and the first electric machine, the transmission includes a dual clutch, a first gear gear set, a second gear gear set, the output shaft of the engine being coupled to an input of the dual clutch, the dual clutch a first output shaft coupled to the first range gear set, a second output shaft of the dual clutch coupled to the second range gear set; an output portion for outputting the first The power transmitted by the gear set or the second gear set drives the vehicle.
  • the first output shaft of the dual clutch is sleeved on the second output shaft
  • the second output shaft of the dual clutch is sleeved on the power shaft of the first motor
  • the input end of the dual clutch is a housing of the dual clutch, one side of the housing is coupled to a power shaft of the first motor, and the other side of the housing is coupled to the engine
  • the output shaft is coupled such that the engine output shaft rotates in synchronization with the power shaft of the first motor.
  • one side of the housing is keyed by a power shaft of the first motor, and the other side of the housing is keyed by an output shaft of the engine.
  • the input end of the dual clutch is a housing of the dual clutch, and a power shaft of the first motor passes through the housing to be connected with an output shaft of the engine, and the housing is empty An output shaft of the engine is coupled to the housing on a power shaft of the first motor.
  • a sealing structure is disposed between the power shaft of the first motor and the housing.
  • the transmission includes a transmission output shaft coupled to the first range gear set and a second range gear set, the transmission output axially transmitting the power to the output.
  • 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 dual clutch An output shaft coupled to the first drive gear, a second output shaft of the dual clutch coupled to the second drive gear, the transmission output shaft coupled to the first driven gear, the transmission output shaft Connected to the second driven gear.
  • 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 first transmission gear, and the first transmission gear meshes with the first driving gear.
  • the power shaft of the second motor is coupled to the second transmission gear, and the second transmission gear meshes with the first driven gear.
  • the power shaft of the second motor is coupled to the third transmission gear, and the third transmission gear meshes with the second driving 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 driven gear.
  • the power shaft of the second motor is coupled to the fifth transmission gear
  • the fifth transmission gear is meshed with the sixth transmission gear
  • the sixth transmission gear is coupled to the transmission output shaft.
  • the power shaft of the second motor is sleeved on the power shaft of the first motor.
  • the power shaft of the second motor is coaxially coupled to the transmission output shaft.
  • the system further includes a synchronizer, a seventh transmission gear and an eighth transmission gear, the seventh transmission gear meshes with the first driven gear, the eighth transmission gear and the second transmission
  • the moving gear meshes, and the power shaft of the second motor is selectively coupled to the seventh or eighth 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 vehicle By coaxially connecting the output shaft of the engine with the power shaft of the first motor, firstly, the vehicle generates power to the first motor in the parking state, and the form in which the engine is directly connected to the first motor is mechanically connected.
  • the way is more reliable than the form of electronic control; secondly, the intermediate transmission mechanism such as gears and belts is omitted, on the one hand, the load can be reduced, the transmission efficiency can be improved, and on the other hand, the modular design of the first motor can be allowed. It is not necessary to adjust the rotor stator according to the arrangement of the transmission mechanism.
  • the direct connection between the engine and the first motor can reduce the noise.
  • the engine, the transmission and the first motor are arranged in sequence, and the powertrain is fully utilized.
  • the axial space and the small volume limit of the first motor make the selection range large, and the suitable motor can be selected according to the specific situation of the whole vehicle.
  • 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.
  • Figure 9 is a cross-sectional view showing an assembly of the dual clutch and the power shaft of the first motor
  • Figure 10 is a cross-sectional view showing another assembly of the dual clutch and the power shaft of the first motor.
  • 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, and the output shaft of the engine 1 is connected to the input end 41 of the dual clutch 4,
  • the first output shaft 42 of the clutch 4 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 hybrid drive system further includes a first electric machine 2, the transmission being located between the engine 1 and the first electric machine 2, the power shaft 21 of the first electric machine 2 and the output shaft of the engine 1.
  • the first output shaft 42 of the dual clutch 4 is vacant over the second output shaft 43 of the dual clutch 4, and the second output shaft 43 of the dual clutch 4 is vacant over the power shaft 21 of the first motor 2.
  • the first motor 2 can generate electricity either by driving the engine 1 or as an electric motor to drive the vehicle.
  • the intermediate transmission mechanism such as a gear
  • the load can be reduced, the transmission efficiency can be improved, and on the other hand, the first motor 2 can be allowed.
  • Modular design makes it unnecessary to adjust the rotor stator according to the arrangement of the transmission mechanism, and on the other hand, it can reduce noise.
  • the engine, the transmission and the first motor are arranged in sequence, which fully utilizes the axial space of the power assembly, and the volume limitation of the first motor is small, so that the selection range is large, and a suitable motor can be selected according to the specific situation of the whole vehicle. .
  • the structure of the hybrid drive system is more compact and easy to arrange on the entire vehicle.
  • the power shaft 21 of the first electric machine 2 may be directly connected to the output shaft of the engine 1, or may be connected to the output shaft of the engine 1 through the housing of the dual clutch 4.
  • one side inner side of the housing of the dual clutch 4 is connected with the power shaft 21 of the first motor 2 by a key, and the other side outer side is connected with the output shaft of the engine 1. Connect by key.
  • the power shaft 21 of the first motor 2 does not pass through the housing of the dual clutch 4, there is no need to additionally arrange an oil and gas seal between the power shaft 21 of the first motor 2 and the housing of the dual clutch 4.
  • the structure is simple, and the sealing reliability is strong.
  • the power shaft 21 of the first motor 2 passes through the housing of the dual clutch 4 to be keyed to the output shaft of the engine 1, and the housing of the dual clutch 4 is sleeved in the air.
  • the output shaft of the engine 1 is also keyed to the housing of the dual clutch 4.
  • a sealing structure can be provided between the power shaft 21 of the first motor 2 and the housing of the dual clutch 4, ensuring the internal sealability of the dual clutch 4.
  • the hybrid drive system further includes a second electric machine 3, and the output portion is further configured 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 electric machine 3 can be connected to the hybrid drive system in a variety of ways.
  • the first transmission gear 11 is mounted on the power shaft of the second motor 3, and the first transmission gear 11 rotates synchronously with the power shaft of the second motor 3, the first transmission The gear 11 meshes with the first drive gear 5 of the first range gear set.
  • 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 17 and a differential 18.
  • the output gear 17 is mounted on the transmission output shaft 9 and rotates in synchronization with the transmission output shaft 9, and the output gear 17 meshes with the main reduction gear 19 of the differential 18.
  • the function of the differential 18 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 19 is provided on the differential 18, and the main reduction gear 19 can be arranged, for example, on the housing of the differential 18.
  • 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 second transmission gear 12 is mounted on the power shaft of the second motor 3, and the second transmission gear 12 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 third transmission gear 13 is mounted on the power shaft of the second motor 3, and the third transmission gear 13 and the second transmission The second drive gear 7 of the bit gear set is engaged.
  • FIG. 4 is a schematic schematic diagram of a fourth embodiment in accordance with the present disclosure.
  • the fourth embodiment differs from the first embodiment mainly in that: in the fourth 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 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 fifth embodiment differs from the first embodiment mainly in that, in the fifth embodiment, the power shaft of the second motor 3 is coupled to the transmission output shaft 9 through a pair of transmission gears, and the power of the second motor 3 The shaft is sleeved on the power shaft 21 of the first motor 2.
  • the fifth transmission gear 15 is mounted on the power shaft of the second motor 3
  • the sixth transmission gear 16 is mounted on the transmission output shaft 9, and the fifth transmission gear 15 meshes with the sixth transmission gear 16.
  • An advantage of the fifth embodiment over the first embodiment is that the power shaft of the second motor 3 is sleeved on the power shaft 21 of the first motor 2, so that the two motors can partially overlap in the axial space, The radial size of the powertrain is small.
  • 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: in the sixth embodiment, the power shaft of the second motor 3 is disposed in parallel with the power shaft 21 of the first motor 2, and the two are no longer coaxial. set.
  • FIG. 7 is a schematic schematic diagram of a seventh embodiment in accordance with the present disclosure.
  • the seventh embodiment differs from the first embodiment mainly in that, in the seventh embodiment, the power shaft of the second motor 3 is coaxially connected to the transmission output shaft 9.
  • the power shaft of the second electric machine 3 and the transmission output shaft 9 can be connected, for example, by a key or integrally.
  • FIG. 8 is a schematic schematic diagram of an eighth embodiment in accordance with the present disclosure.
  • the eighth embodiment differs from the first embodiment mainly in that, in the eighth embodiment, the hybrid drive system further includes a synchronizer 20, a seventh transmission gear 31, and an eighth transmission gear 32, and the seventh transmission gear 31 meshes with the first driven gear 6, the eighth transmission gear 32 meshes with the second driven gear 8, and the seventh transmission gear 31 and the eighth transmission gear 32 are sleeved on the power shaft of the second motor 3, and the synchronizer 20 Disposed on the power shaft of the second motor 3 and between the seventh transmission gear 31 and the eighth transmission gear 32, the synchronizer 20 is selectively engaged with the seventh transmission gear 31 or the eighth transmission gear 32.
  • the second motor 3 is capable of achieving two-speed power output. Specifically, when the synchronizer 20 is engaged with the seventh transmission gear 31, the power of the second motor 3 sequentially passes through the synchronizer 20, the seventh transmission gear 31, the first driven gear 6, the transmission output shaft 9, the output gear 17, The main reduction gear 19 and the differential 18 are transmitted to the wheels; when the synchronizer 20 is engaged with the eighth transmission gear 32, the power of the second electric machine 3 sequentially passes through the synchronizer 20, the eighth transmission gear 32, and the second driven gear 8 The transmission output shaft 9, the output gear 17, the main reduction gear 19, and the differential 18 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 18.
  • This condition is mainly used for starting, low-speed or urban roads, 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 electricity on the one hand, and transmits power to the differential 18 through the dual clutch 4 and the gear set on the other hand to drive the wheels, and the second electric machine 3 drives the wheels through the differential 18.
  • 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)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

La présente invention concerne un système d'entraînement hybride et un véhicule. Le système comprend : un moteur; un premier moteur électrique, un arbre de commande du premier moteur électrique étant raccordé de façon coaxiale à un arbre de sortie du moteur; une transmission située entre le moteur et le premier moteur, la transmission comprenant un embrayage double, un ensemble d'engrenages de premier engrenage, et un ensemble d'engrenages de deuxième engrenage, l'arbre de sortie du moteur est raccordé à une extrémité d'entrée de l'embrayage double, un premier arbre de sortie de l'embrayage double est raccordé à l'ensemble d'engrenages de premier engrenage, et un deuxième arbre de sortie de l'embrayage double étant raccordé à l'ensemble d'engrenages de deuxième engrenage; et une partie de sortie pour délivrer en sortie une puissance transmise par l'ensemble d'engrenages de premier engrenage ou de deuxième engrenage pour entraîner le véhicule.
PCT/CN2018/123452 2017-12-29 2018-12-25 Système d'entraînement hybride et véhicule WO2019128980A1 (fr)

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