WO2022011648A1 - 双电机混合动力模块及其工作方法 - Google Patents

双电机混合动力模块及其工作方法 Download PDF

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Publication number
WO2022011648A1
WO2022011648A1 PCT/CN2020/102455 CN2020102455W WO2022011648A1 WO 2022011648 A1 WO2022011648 A1 WO 2022011648A1 CN 2020102455 W CN2020102455 W CN 2020102455W WO 2022011648 A1 WO2022011648 A1 WO 2022011648A1
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WIPO (PCT)
Prior art keywords
gear
motor
shaft
gear set
shift actuator
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Ceased
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PCT/CN2020/102455
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English (en)
French (fr)
Inventor
陈振辉
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Schaeffler Technologies AG and Co KG
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Schaeffler Technologies AG and Co KG
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Publication date
Application filed by Schaeffler Technologies AG and Co KG filed Critical Schaeffler Technologies AG and Co KG
Priority to CN202080100000.2A priority Critical patent/CN115427246A/zh
Priority to PCT/CN2020/102455 priority patent/WO2022011648A1/zh
Publication of WO2022011648A1 publication Critical patent/WO2022011648A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • 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
    • 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 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • 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
    • 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 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 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
    • 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
    • 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 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
    • 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 hybrid electric vehicles, and in particular to a dual-motor hybrid power module comprising two electric machines and a method of operation thereof.
  • hybrid vehicles especially gasoline-electric hybrid vehicles using internal combustion engines and electric motors as power sources
  • plug-in hybrid power modules have the advantages of flexible operating modes and high modularity.
  • two electric motors can be used in the hybrid power module, one of which is mainly used as a generator and the other is mainly used as a main drive motor for driving.
  • the engine to have, for example, three gears and the main drive motor to have, for example, two gears
  • one possible arrangement is to use an automatic transmission (AT) based on a planetary gear set
  • another possible The way it's set up is to use a dual clutch in the drivetrain. Both of these two setting methods make the structure of the hybrid power module complex and the manufacturing cost high.
  • the purpose of the present invention is to overcome or at least alleviate the above-mentioned deficiencies of the prior art, and to provide a dual-motor hybrid power module and a working method thereof.
  • a dual-motor hybrid power module which includes an engine, a clutch, a first motor, a second motor, a transmission, and a differential, wherein,
  • the transmission includes a first shaft, a second shaft, a first shift actuator, a second shift actuator, and three gear sets, wherein the first gear set of the three gear sets, the first gear, and the first gear
  • the second gear of the second gear set is meshed with the second gear of the second gear set
  • the first gear of the third gear set is meshed with the second gear of the third gear set
  • the first shaft is meshed with the second gear of the second gear set.
  • the first gear of the first gear set, the first gear of the second gear set and the first gear of the third gear set are all arranged on the first shaft, and the first gear of the first gear set and the first gear of the third gear set are all arranged on the first shaft.
  • the first gear of the third gear set is non-rotatably connected
  • the first shift actuator is used to connect one of the first gear of the first gear set and the first gear of the second gear set to the first shaft in a non-rotatable manner, or to connect the first gear to the first shaft.
  • the first gear of a gear set and the first gear of the second gear set are both rotatable relative to the first shaft,
  • the second gear of the first gear set, the second gear of the second gear set and the second gear of the third gear set are all arranged on the second shaft,
  • the second shift actuator is used to connect one of the second gear of the first gear set and the second gear of the third gear set with the second shaft in a non-rotatable manner, or to connect the first gear to the second shaft.
  • the second gear of a gear set and the second gear of the third gear set are both rotatable relative to the second shaft,
  • the engine is connected to the first part of the clutch, the second part of the clutch is non-rotatably connected to the rotor of the first motor, and the second part of the clutch is also non-rotatably connected to the first shaft connect,
  • the rotor of the second motor and the first gear of the third gear set can transmit torque to each other
  • the second shaft and the housing of the differential can transmit torque to each other.
  • the transmission further includes a first gear that is non-rotatably connected to the second shaft, and the housing of the differential is non-rotatably connected to the second gear , the first gear meshes with the second gear.
  • the maximum power of the second electric machine is greater than the maximum power of the first electric machine.
  • a shock absorber is provided between the engine and the clutch, the output shaft of the engine and the first part of the shock absorber are connected in a non-rotatable manner, and the first part of the shock absorber is non-rotatably connected.
  • the two parts are connected with the first part of the clutch in a non-rotatable manner, and a damping member is connected between the first part of the shock absorber and the second part of the shock absorber.
  • both the first shift actuator and the second shift actuator are synchronizers.
  • the arrangement sequence of the three gears for shifting on the first shaft is in sequence The second gear set first gear, the first gear set first gear and the third gear set first gear.
  • the hybrid power module further includes a third shaft and a fourth shaft, the third shaft is disposed parallel to the first shaft and radially spaced from the first shaft, so The rotor of the second motor is connected to the third shaft in a non-rotatable manner,
  • the third shaft is also non-rotatably connected to the third gear
  • the fourth shaft is also non-rotatably connected to the fourth gear
  • the fourth gear meshes with both the third gear and the first gear of the third gear set.
  • the second motor is disposed on the first shaft, and the rotor of the second motor is connected to the first gear of the third gear set in a non-rotatable manner.
  • the second electric machine is located between the first electric machine and the transmission, in a direction from the engine to the first electric machine along the axial direction of the first electric machine, so
  • the arrangement sequence of the three gears for shifting on the first shaft is the first gear of the third gear set, the first gear of the first gear set and the first gear of the second gear set in sequence.
  • the first motor and the second motor are respectively located on both sides in the axial direction of the transmission, and are directed from the engine to the first motor along the axial direction of the first motor.
  • the arrangement sequence of the three gears for shifting on the first shaft is the first gear of the second gear set, the first gear of the first gear set, and the first gear of the third gear set. a gear.
  • a working method of a dual-motor hybrid power module wherein the dual-motor hybrid power module is a dual-motor hybrid power module according to the present invention, and the dual-motor hybrid power module has a
  • the working method includes a pure motor drive mode, in which the pure motor drive mode,
  • the rotor of the second motor rotates, the second shift actuator non-rotatably connects the second gear of the first gear set or the second gear of the third gear set with the second shaft, and
  • the rotor of the first electric motor rotates and the first shift actuator non-rotatably connects the first gear of the second gear set with the first shaft, or
  • the first motor does not work, and the first shift actuator enables both the first gear of the first gear set and the first gear of the second gear set to rotate relative to the first shaft.
  • the method of operation further includes a hybrid drive mode in which the engine combusts to perform work, the clutch is engaged, and the rotor of the second electric machine rotates to drive the differential the machine rotates, and
  • the output power of the engine drives the rotor of the first motor to rotate to generate electricity
  • the electric energy generated by the first motor drives the rotor of the second motor to rotate
  • the first shift actuator makes the first motor rotate.
  • the first gear of the gear set and the first gear of the second gear set are both rotatable relative to the first shaft, and the second shift actuator makes the second gear of the first gear set and the second shaft not connected relative to rotation, or
  • the output power of the engine is used to drive the differential gear to rotate, the rotor of the first motor rotates to drive the differential gear to rotate, and the first shift actuator makes the second gear set first.
  • a gear is non-rotatably connected to the first shaft, and the second shift actuator non-rotatably connects the second gear of the third gear set to the second shaft, or
  • a part of the output power of the engine is used to drive the differential to rotate, and the other part is used to drive the rotor of the first motor to rotate to generate electricity, and the first shift actuator makes the second gear set first.
  • the gear is non-rotatably connected to the first shaft, and the second shift actuator connects the second gear of the third gear set to the second shaft non-rotatably.
  • the method of operation further includes an engine restart mode in which the clutch is engaged, the rotor of the first electric machine rotates and drives the engine to restart, the second the rotor of the electric motor rotates to drive the differential to rotate, and
  • the first shift actuator enables the first gear of the first gear set and the first gear of the second gear set to rotate relative to the first shaft
  • the second shift actuator enables the
  • the second gear of the first gear set is non-rotatably connected to the second shaft, or
  • the first shift actuator connects the first gear of the second gear set with the first shaft in a non-rotatable manner
  • the second shift actuator connects the second gear of the third gear set with the first shaft.
  • the second shaft is connected in a non-rotatable manner, and the output power of the first motor is also used to drive the differential to rotate.
  • the working method further includes a charging mode, in which the engine does not work, the clutch is disengaged, and the kinetic energy of the rotation of the differential drives the second motor to generate electricity, and
  • the first shift actuator enables the first gear of the first gear set and the first gear of the second gear set to rotate relative to the first shaft
  • the second shift actuator enables the
  • the second gear of the first gear set is non-rotatably connected to the second shaft, or
  • the first shift actuator connects the first gear of the second gear set with the first shaft in a non-rotatable manner
  • the second shift actuator connects the second gear of the third gear set with the first shaft.
  • the second shaft is connected in a non-rotatable manner, and the kinetic energy of the rotation of the differential also drives the first motor to generate electricity.
  • the working method further includes a pure engine driving mode, in which the engine is combusted to perform work, and neither the first motor nor the second motor is electrically driven,
  • the first shift actuator connects the first gear of the first gear set with the first shaft in a non-rotatable manner
  • the second shift actuator connects the second gear of the first gear set with the first gear.
  • the second shaft is connected in a rotationally non-relative manner.
  • the dual-motor hybrid power module according to the present invention has a simple structure and low manufacturing cost.
  • the working method of the dual-motor hybrid power module according to the present invention can provide a variety of working modes and speed gears for the hybrid power module.
  • FIG. 1 is a schematic structural diagram of a dual-motor hybrid power module according to a first embodiment of the present invention.
  • 2 to 12 are schematic diagrams of power transmission paths of the dual-motor hybrid power module in different working modes according to the first embodiment of the present invention.
  • FIG. 13 is a schematic structural diagram of a dual-motor hybrid power module according to a second embodiment of the present invention.
  • FIG. 14 is a schematic structural diagram of a dual-motor hybrid power module according to a third embodiment of the present invention.
  • M engine E1 first motor; E2 second motor; Dm shock absorber; D differential;
  • A represents the axial direction of the dual-motor hybrid power module, which is consistent with the axial direction of the motor in the hybrid power module;
  • R represents the radial direction of the dual-motor hybrid power module, the radial direction R Consistent with the radial direction of the motor in the hybrid module.
  • FIGS. 1 to 12 the structure of the dual-motor hybrid power module according to the first embodiment of the present invention and its working mode will be described.
  • the dual-motor hybrid power module includes an engine M, a first motor E1 , a second motor E2 , a clutch C0 , a transmission, and a differential D.
  • the transmission includes a plurality of spur gears and two shift actuators (a first shift actuator A1 and a second shift actuator A2).
  • the first shift actuator A1 and the second shift actuator A2 can be, for example, synchronizers.
  • the plurality of spur gears mainly include three gear sets for shifting, specifically: the first gear G11 of the first gear set and the second gear G12 of the first gear set that mesh with each other, the first gear of the second gear set that meshes with each other G21 and the second gear G22 of the second gear set and the first gear G31 of the third gear set and the second gear G32 of the third gear set intermeshing.
  • the first motor E1 is located after the clutch C0 and before the transmission.
  • the industry also calls the position where the first motor E1 is located as the P2 position; the second motor E2 is located at At the rear end of the transmission, the industry also calls the position where the second motor E2 is located as the P3 position.
  • the motor M is arranged coaxially with the first electric machine E1, and the second electric machine E2 is offset with respect to the first electric machine E1 (the axes of rotation of the second electric machine E2 and the first electric machine E1 are spaced radially R).
  • the engine M is preferably an internal combustion engine.
  • a clutch C0 is provided in the transmission path between the engine M and the first motor E1, and preferably, a damper Dm is provided between the engine M and the clutch C0.
  • the output shaft 11 of the engine M is connected with the first part of the damper Dm in a rotationally fixed (non-rotatable) manner, and the second part of the damper Dm is connected with the intermediate shaft 12 in a rotationally fixed manner.
  • a damping member is provided between the first portion of the damper Dm and the second portion of the damper Dm.
  • the intermediate shaft 12 is connected to the first part of the clutch C0 in a rotationally fixed manner.
  • the second part of the clutch C0 is connected in a rotationally fixed manner to the rotor of the first electric machine E1.
  • clutch C0 engaged When the first and second parts of the clutch C0 are engaged (referred to as clutch C0 engaged), torque can be transmitted between the engine M and the first motor E1; when the first and second parts of the clutch C0 are disengaged (referred to as clutch C0 disengaged for short) ), no torque is transmitted between the engine M and the first electric machine E1.
  • the clutch C0 is a multi-plate clutch.
  • the rotor of the first electric machine E1 is also connected to the first shaft 10 in a rotationally fixed manner.
  • the first shaft 10 is sleeved with three gears for speed change that can rotate relative to the first shaft 10 , and in the direction from the engine M to the first motor E1 along the axis A, the three gears on the first shaft 10
  • the arrangement order of the gears for shifting is the first gear G21 of the second gear group, the first gear G11 of the first gear group, and the first gear G31 of the third gear group.
  • the first gear G11 of the first gear set and the first gear G31 of the third gear set are connected in a non-rotatable manner.
  • a first shift actuator A1 is also provided on the first shaft 10 , and the first shift actuator A1 is partially connected to the first shaft 10 in a rotationally fixed manner.
  • the first gear G21 of the second gear set or the first gear G11 of the first gear set can be selectively connected to the first shaft 10 in a rotationally fixed manner.
  • the first gear G31 of the third gear set is used to transmit torque to and from the rotor of the second electric machine E2.
  • the second motor E2 is disposed on the third shaft 30 , and the rotor of the second motor E2 is connected to the third shaft 30 in a rotationally fixed manner.
  • the third shaft 30 is arranged in parallel with the first shaft 10 and spaced apart in the radial direction R. As shown in FIG.
  • the third shaft 30 is also provided with a third gear G03 connected to the third shaft 30 in a rotationally fixed manner.
  • the fourth shaft 40 is arranged in parallel and offset to the third shaft 30 and the first shaft 10 , and a fourth gear G04 connected to the fourth shaft 40 in a rotationally fixed manner is provided on the fourth shaft 40 .
  • the fourth gear G04 meshes with the third gear G03 and the first gear G31 of the third gear set at the same time.
  • the second shaft 20 is arranged in parallel with the first shaft 10 and spaced apart in the radial direction R. As shown in FIG. The second shaft 20 is sleeved with the second gear G22 of the second gear set, the second gear G12 of the first gear set and the second gear G32 of the third gear set.
  • the second gear G22 of the second gear set is connected to the second shaft 20 in a rotationally fixed manner; the second gear G12 of the first gear set and the second gear G32 of the third gear set are connected to the second shaft 20 in a relatively rotatable manner.
  • a second shift actuator A2 is also provided on the second shaft 20 , and the second shift actuator A2 is partially connected to the second shaft 20 in a rotationally fixed manner.
  • the second gear G12 of the first gear set or the second gear G32 of the third gear set can be selectively connected to the second shaft 20 in a rotationally fixed manner.
  • the second shaft 20 is also provided with a first gear G01 which is connected to the second shaft 20 in a rotationally fixed manner.
  • the first gear G01 is used to transmit torque between the second shaft 20 and the differential D.
  • the housing of the differential D is rotationally fixed to the second gear G02 (or the second gear G02 is a part of the housing of the differential D), and the first gear G01 meshes with the second gear G02.
  • the second motor E2 is mainly used as the main drive motor, and its maximum power is greater than that of the first motor E1.
  • the first electric machine E1 is used for providing auxiliary power (including power to ensure uninterrupted power transmission when shifting gears) or as a generator to provide electrical energy according to different operating modes of the hybrid power module.
  • FIGS. 2 to 12 different working modes of the dual-motor hybrid power module according to the first embodiment of the present invention will be introduced. These operating modes include: motor-only drive mode, hybrid drive mode, engine restart mode, charging mode, and engine-only drive mode.
  • the hybrid power module has three different working modes, namely the first gear mode of the second motor E2, the second gear mode of the second motor E2 and the dual motor drive mode.
  • the gear ratio of the transmission in the first gear mode is greater than the gear ratio of the transmission in the second gear mode (ie the transmission is in a lower gear in the first gear mode than in the second gear mode).
  • the engine M does not work, and the clutch C0 is in a disengaged state.
  • the first motor E1 does not work
  • the second motor E2 is driven by the battery to output power
  • the first shift actuator A1 is in an interrupted state (the second gear set Neither the first gear G21 nor the first gear G11 of the first gear set is connected to the first shaft 10 in a rotationally fixed manner)
  • the second shift actuator A2 is selected to make the second gear G12 of the first gear set rotationally fixed to the second shaft 20 ground connection.
  • the dashed arrows in FIG. 2 show the power transmission path from the second motor E2, and the output power from the rotor of the second motor E2 passes through the third shaft 30, the third gear G03, the fourth gear G04, and the third gear set in sequence.
  • the first gear G31, the first gear G11 of the first gear set, the second gear G12 of the first gear set, the second shaft 20, the first gear G01, and the second gear G02 are transmitted to the differential D (by the differential D
  • the input of the housing is output by the output axle H of the differential D).
  • the first motor E1 does not work
  • the second motor E2 is driven by the battery to output power
  • the first shift actuator A1 is in an interrupted state
  • the second gear shift The actuator A2 is selected to connect the second gearwheel G32 of the third gearset in a rotationally fixed manner with the second shaft 20 .
  • the dashed arrows in FIG. 3 show the power transmission path from the second motor E2, and the output torque from the rotor of the second motor E2 passes through the third shaft 30, the third gear G03, the fourth gear G04, and the third gear set in sequence.
  • the first gear G31 , the second gear G32 of the third gear set, the second shaft 20 , the first gear G01 , and the second gear G02 are transmitted to the differential D.
  • both the first motor E1 and the second motor E2 are driven by a battery to output power.
  • This mode is applied to the situation that the first motor E1 is required to provide auxiliary driving force to increase the output power of the module, or is applied to the process of the second shift actuator A2 to select a shift to avoid interruption of power transmission.
  • the first shift actuator A1 selects to connect the first gearwheel G21 of the second gearset in a rotationally fixed manner with the first shaft 10 .
  • the second shift actuator A2 selectively connects the second gear G12 of the first gear set or the second gear G32 of the third gear set with the second shaft 20 in a rotationally fixed manner ( FIG. 4 shows the second gear G32 of the third gear set with the the case where the second shaft 20 is connected in a rotationally fixed manner).
  • the dashed-dotted arrows in FIG. 4 show the power transmission path from the first motor E1, and the dashed arrows show the power transmission path from the second motor E2 (the same as the second gear of the second motor E2 described above).
  • the power transfer path in mode is similar).
  • the output torque from the rotor of the first motor E1 passes through the first shaft 10, the first gear G21 of the second gear group, the second gear G22 of the second gear group, the second shaft 20, the first gear G01, and the second gear in sequence. G02 is transmitted to the differential D.
  • the hybrid power module according to the present invention can reduce the requirement for the maximum power of the second motor E2, and a smaller motor can be selected as the second motor E2.
  • hybrid drive mode of the hybrid module according to the present embodiment will be described with reference to FIGS. 5 to 7 .
  • the hybrid power module In the hybrid drive mode, the hybrid power module has three different working modes, namely series mode, parallel mode and engine load point transfer mode.
  • engine M In hybrid drive mode, engine M is on, clutch C0 is engaged,
  • the power of the engine M, the first motor E1 and the second motor E2 are connected in series.
  • the first motor E1 is used as a generator, and the first motor E1 converts the mechanical energy transmitted by the engine M into electrical energy, and is used to drive the rotor of the second motor E2 to rotate.
  • This working mode is usually used when the transmission is in a low gear.
  • the first shift actuator A1 is in an interrupted state, and the second shift actuator A2 selects the second gear G12 of the first gear set to connect with the second gear G12.
  • the shaft 20 is connected in a rotationally fixed manner.
  • the solid line arrows in FIG. 5 show the power transmission path from the engine M, and the dashed line arrows show the power transmission path from the second electric machine E2 (the same as the above-described second electric machine E2 in the first gear mode)
  • the power transmission path is similar).
  • the shock absorber Dm After the output torque from the engine M is damped by the shock absorber Dm, it is transmitted to the rotor of the first electric motor E1 through the clutch C0, and is used to drive the first electric motor E1 to generate electricity.
  • the electric energy generated by the first motor E1 drives the rotor of the second motor E2 to rotate, and is transmitted to the differential D through each gear in the transmission.
  • both the first motor E1 and the second motor E2 are driven by a battery to output power.
  • This working mode is usually used when the transmission is in a high gear.
  • the first shift actuator A1 selects to connect the first gear G21 of the second gear set with the first shaft 10 in a rotationally fixed manner
  • the second shift actuator A2 selects The second gear G32 of the third gear set is connected to the second shaft 20 in a rotationally fixed manner.
  • the solid-line arrows in FIG. 6 show the power transmission path from the engine M, the dashed-dotted arrows show the power transmission path from the first electric machine E1, and the broken-line arrows show the power transmission path from the second electric machine E2.
  • the output torque from the engine M passes through the output shaft 11, the damper Dm, the intermediate shaft 12, the clutch C0, the first shaft 10, the first gear G21 of the second gear set, the second gear G22 of the second gear set, the The two shafts 20, the first gear G01, and the second gear G02 are transmitted to the differential D.
  • the power transmission of the first motor E1 and the second motor E2 in the parallel mode is similar to the power transmission in the dual-motor driving mode introduced above, and details are not repeated here.
  • this working mode is usually applied to the situation where the output power of the engine M is small, such as when the vehicle is running at high speed (ie, when the transmission is in a high gear), in this case, the load of the engine M is not in the optimal working area, Fuel efficiency is not high.
  • the engine M can shift the engine load point to a more optimal operating region by driving the first motor E1 to generate electricity while driving the vehicle.
  • the first motor E1 is in a power generation state, and the second motor E2 is driven by a battery to output power.
  • the first shift actuator A1 selects to connect the first gearwheel G21 of the second gearset in a rotationally fixed manner with the first shaft 10 .
  • the second gearshift actuator A2 is selected to connect the second gearwheel G32 of the third gearset in a rotationally fixed manner with the second shaft 20 .
  • the solid line arrows in FIG. 7 show the power transmission path from the engine M. Part of the output torque of the engine is transmitted to the differential D, and the other part is used to drive the rotor of the first motor E1 to rotate, so that the first motor E1 generates electricity.
  • the dashed arrows show the power transmission path from the second electric machine E2 (similar to the power transmission path in the second gear mode of the second electric machine E2 described above).
  • the clutch C0 In the engine restart mode, the clutch C0 is engaged, the first motor E1 provides power to restart the engine M, and the second motor E2 provides driving power to the differential D.
  • the first motor E1 can also selectively provide the differential.
  • D provides auxiliary drive power.
  • the engine restart mode includes two different operation modes, which are the first engine restart mode and the second engine restart mode, respectively.
  • the first motor E1 only drives the engine M to restart, the second motor E2 is driven by the battery to output power, and the transmission is in a low gear.
  • the first shift actuator A1 is in an interrupted state
  • the second shift actuator A2 selects to connect the second gear G12 of the first gear set with the second shaft 20 in a rotationally fixed manner.
  • the dashed-dotted arrow in FIG. 8 shows the power transmission path from the first motor E1, and the dashed arrow shows the power transmission path from the second motor E2.
  • the first motor E1 drives the engine M to restart on the one hand, and transmits torque to the differential D on the other hand, the second motor E2 is driven by the battery to output power, and the transmission is in a high gear.
  • the first shift actuator A1 selects to connect the first gear G21 of the second gear set to the first shaft 10 in a rotationally fixed manner
  • the second shift actuator A2 selects to make the second gear G32 of the third gear set It is connected in a rotationally fixed manner to the second shaft 20 .
  • the dashed-dotted arrows in FIG. 9 show the power transmission path from the first motor E1, and the dashed arrows show the power transmission path from the second motor E2.
  • both the first motor E1 and the second motor E2 can be used as generators.
  • the transmission when the transmission is in a low gear, only the second motor E2 is used to recover power to generate electricity, and the hybrid power module at this time is in the first charging mode.
  • the first electric motor E1 and the second electric motor E2 recover power to generate power at the same time, and the hybrid power module at this time is in the second charging mode.
  • the first shift actuator A1 in the first charging mode, the first shift actuator A1 is in an interrupted state, and the second shift actuator A2 selects to connect the second gear G12 of the first gear set with the second shaft 20 in a rotationally fixed manner.
  • the power transmission path in this mode is the differential D, the second gear G02, the first gear G01, the second shaft 20, the second gear G12 of the first gear group, the first gear G11 of the first gear group, and the third gear.
  • the first shift actuator A1 selects to connect the first gear G21 of the second gear set to the first shaft 10 in a rotationally fixed manner
  • the second shift actuator A2 selects to make the third gear
  • the second gear G32 of the set is connected to the second shaft 20 in a rotationally fixed manner.
  • this mode also has a power transmission path that uses the first motor E1 to generate electricity: the power from the differential D passes through the second gear G02, the first gear G01, the first The two shafts 20, the second gear G22 of the second gear set, the first gear G21 of the second gear set, the first shaft 10 to the rotor of the first motor E1.
  • This mode is usually used when the electrical system in the hybrid module fails, the motor does not work at this time, and only the engine M drives the vehicle to move forward at a lower speed.
  • the clutch C0 is engaged, the first shift actuator A1 selects to connect the first gear G11 of the first gear set with the first shaft 10 in a rotationally fixed manner, and the second shift actuator A2 selects the first shift actuator A2
  • the second gear G12 of the gear set is connected to the second shaft 20 in a rotationally fixed manner.
  • the power transmission path in this mode is: the power from the engine M passes through the output shaft 11, the shock absorber Dm, the intermediate shaft 12, the clutch C0, the first shaft 10, the first gear set G11, the first gear set in sequence The second gear G12, the second shaft 20, the first gear G01, the second gear G02 to the differential D.
  • the second embodiment is a modification of the first embodiment, and the same reference numerals are attached to the components having the same structure or function as the components in the first embodiment, and the specific description of these components is omitted.
  • the engine M, the first motor E1 and the second motor E2 are arranged coaxially, and the first motor E1 and the second motor E2 are located on the same side of the transmission in the axial direction A.
  • the second motor E2 is disposed on the first shaft 10 .
  • the second motor E2 is disposed between the first motor E1 and the transmission, the rotor of the second motor E2 is sleeved on the first shaft 10 so as to be rotatable relative to the first shaft 10 , and the rotor of the second motor E2 is connected to the first shaft 10 .
  • the first gear G31 of the three-gear set is connected in a rotationally fixed manner.
  • the arrangement sequence of the three gears for shifting on the first shaft 10 is the first gear G31 of the third gear set, the first gear of the first gear set.
  • the third embodiment is another modification of the first embodiment, and the same reference numerals are attached to the components having the same structure or function as those in the first embodiment, and the specific description of these components is omitted.
  • the engine M, the first motor E1 and the second motor E2 are arranged coaxially, and the first motor E1 and the second motor E2 are located on both sides of the transmission in the axial direction A, respectively.
  • the second motor E2 is disposed on the first shaft 10 .
  • the rotor of the second motor E2 is sleeved on the first shaft 10 so as to be rotatable relative to the first shaft 10 , and the rotor of the second motor E2 is connected to the first gear G31 of the third gear set in a rotationally fixed manner.
  • the arrangement order of the three gears for shifting on the first shaft 10 is the first gear G21 of the second gear set, the first gear of the first gear set.
  • the dual-motor hybrid power module according to the present invention can provide 3 gears for the engine M in the hybrid drive mode (for example, the gear ratios provided under different gears are 15, 8 and 4 respectively), and in the pure motor In the drive mode, it can provide 2 gears for the second motor E2 as the main drive motor (for example, the gear ratios provided in different gears are 15 and 4 respectively), and can provide pure engine when, for example, the circuit system fails drive mode.
  • the first motor E1 and the second motor E2 can provide driving force at the same time, which reduces the driving force to the second motor E2 compared to the case where the driving force can only be provided by the main driving motor If the maximum power is required, a smaller motor can be used as the main drive motor, saving cost and space.
  • the transmission of the dual-motor hybrid power module according to the present invention may be an automatic mechanical transmission (AMT), which requires only one clutch and uses spur gears instead of complex dual clutches or planetary gear sets.
  • AMT automatic mechanical transmission
  • the rotating shaft in the transmission and the gears connected to the rotating shaft in a rotationally fixed manner may be integrally formed, for example, the fourth shaft 40 and the fourth gear G04 may be an integral gear shaft.
  • the present invention does not limit the specific structure of the shift actuator, for example, an actuator with a structure similar to a clutch can also be used.

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Abstract

一种双电机混合动力模块及其工作方法，双电机混合动力模块包括离合器(C0)、两个电机和变速器，变速器包括三个齿轮组，第一齿轮组第一齿轮(G11)和第三齿轮组第一齿轮(G31)不能相对转动地连接，第一换挡执行器(A1)用于使第一齿轮组第一齿轮(G11)和第二齿轮组第一齿轮(G21)中的一者与第一轴(10)不能相对转动地连接、或使第一齿轮组第一齿轮(G11)和第二齿轮组第一齿轮(G21)均与第一轴(10)能够相对转动，第二换挡执行器(A2)用于使第一齿轮组第二齿轮(G12)和第三齿轮组第二齿轮(G32)中的一者与第二轴(20)不能相对转动地连接、或使第一齿轮组第二齿轮(G12)和第三齿轮组第二齿轮(G32)均与第二轴(20)能够相对转动，离合器(C0)连接发动机(M)和第一电机(E1)，离合器(C0)还连接第一轴(10)，第二电机(E2)与第三齿轮组第一齿轮(G31)能相互传递扭矩。

Description

双电机混合动力模块及其工作方法 技术领域
本发明涉及混合动力车辆领域，且特别地涉及包含两个电机的双电机混合动力模块及其工作方法。
背景技术
随着节能减排需求的增加，混合动力车辆、尤其是采用内燃机和电动机作为动力源的油电混合动力车辆被越来越多地应用。在各种类型的混合动力模块中，插电式混合动力模块具有运行模式灵活、模块化程度高的优点。
为降低混合动力模块中电路系统的成本，可以在混合动力模块中使用两个电机，其中一个主要作为发电机、另一个主要作为用于驱动的主驱电机。然而，为使发动机具有例如三个变速挡位、使主驱电机具有例如两个变速挡位，一种可能的设置方式是使用基于行星齿轮组的自动变速箱(AT)，另一种可能的设置方式是在传动系统中使用双离合器。这两种设置方式均使得混合动力模块的结构复杂、制造成本高。
发明内容
本发明的目的在于克服或至少减轻上述现有技术存在的不足，提供一种双电机混合动力模块及其工作方法。
根据本发明的第一方面，提供一种双电机混合动力模块，其包括发动机、离合器、第一电机、第二电机、变速器和差速器，其中，
所述变速器包括第一轴、第二轴、第一换挡执行器、第二换挡执行器和三个齿轮组，所述三个齿轮组中的第一齿轮组第一齿轮与第一齿轮组第二齿轮啮合，第二齿轮组第一齿轮与第二齿轮组第二齿轮啮合，第三齿轮组第一齿轮与第三齿轮组第二齿轮啮合，所述第一轴与所述第二轴平行，
所述第一齿轮组第一齿轮、所述第二齿轮组第一齿轮和所述第三齿轮组第一齿轮均设置于所述第 一轴，所述第一齿轮组第一齿轮和所述第三齿轮组第一齿轮不能相对转动地连接，
所述第一换挡执行器用于使所述第一齿轮组第一齿轮和所述第二齿轮组第一齿轮中的一者与所述第一轴不能相对转动地连接、或使所述第一齿轮组第一齿轮和所述第二齿轮组第一齿轮均与所述第一轴能够相对转动，
所述第一齿轮组第二齿轮、所述第二齿轮组第二齿轮和所述第三齿轮组第二齿轮均设置于所述第二轴，
所述第二换挡执行器用于使所述第一齿轮组第二齿轮和所述第三齿轮组第二齿轮中的一者与所述第二轴不能相对转动地连接、或使所述第一齿轮组第二齿轮和所述第三齿轮组第二齿轮均与所述第二轴能够相对转动，
所述发动机连接所述离合器的第一部分，所述离合器的第二部分与所述第一电机的转子不能相对转动地连接，所述离合器的第二部分还与所述第一轴不能相对转动地连接，
所述第二电机的转子与所述第三齿轮组第一齿轮能相互传递扭矩，
所述第二轴与所述差速器的壳体能互相传递扭矩。
在至少一个实施方式中，所述变速器还包括第一齿轮，所述第一齿轮与所述第二轴不能相对转动地连接，所述差速器的壳体与第二齿轮不能相对转动地连接，所述第一齿轮与所述第二齿轮啮合。
在至少一个实施方式中，所述第二电机的最大功率大于所述第一电机的最大功率。
在至少一个实施方式中，所述发动机和所述离合器之间设有减振器，所述发动机的输出轴与所述减振器的第一部分不能相对转动地连接，所述减振器的第二部分与所述离合器的第一部分不能相对转动地连接，所述减振器的第一部分与所述减振器的第二部分之间连接有阻尼件。
在至少一个实施方式中，所述第一换挡执行器和所述第二换挡执行器均为同步器。
在至少一个实施方式中，在沿所述第一电机的轴向从所述发动机指向所述第一电机的方向上，所述第一轴上的三个变速用的齿轮的设置顺序依次为所述第二齿轮组第一齿轮、所述第一齿轮组第一齿轮和所述第三齿轮组第一齿轮。
在至少一个实施方式中，所述混合动力模块还包括第三轴、第四轴，所述第三轴与所述第一轴平 行且与所述第一轴在径向上间隔开地设置，所述第二电机的转子与所述第三轴不能相对转动地连接，
所述第三轴还与第三齿轮不能相对转动地连接，所述第四轴还与第四齿轮不能相对转动地连接，
所述第四齿轮与第三齿轮和所述第三齿轮组第一齿轮均啮合。
在至少一个实施方式中，所述第二电机设置于所述第一轴，且所述第二电机的转子与所述第三齿轮组第一齿轮不能相对转动地连接。
在至少一个实施方式中，所述第二电机位于所述第一电机和所述变速器之间，在沿所述第一电机的轴向从所述发动机指向所述第一电机的方向上，所述第一轴上的三个变速用的齿轮的设置顺序依次为所述第三齿轮组第一齿轮、所述第一齿轮组第一齿轮和所述第二齿轮组第一齿轮。
在至少一个实施方式中，所述第一电机和所述第二电机分别位于所述变速器的轴向上的两侧，在沿所述第一电机的轴向从所述发动机指向所述第一电机的方向上，所述第一轴上的三个变速用的齿轮的设置顺序依次为所述第二齿轮组第一齿轮、所述第一齿轮组第一齿轮和所述第三齿轮组第一齿轮。
根据本发明的第二方面，提供一种双电机混合动力模块的工作方法，其特征在于，所述双电机混合动力模块为根据本发明的双电机混合动力模块，所述双电机混合动力模块的工作方法包括纯电机驱动模式，在所述纯电机驱动模式下，
所述发动机不工作，所述离合器分离，
所述第二电机的转子转动，所述第二换挡执行器使所述第一齿轮组第二齿轮或所述第三齿轮组第二齿轮与所述第二轴不能相对转动地连接，并且
所述第一电机的转子转动，且所述第一换挡执行器使所述第二齿轮组第一齿轮与所述第一轴不能相对转动地连接，或
所述第一电机不工作，所述第一换挡执行器使所述第一齿轮组第一齿轮和所述第二齿轮组第一齿轮均与所述第一轴能够相对转动。
在至少一个实施方式中，所述工作方法还包括混合驱动模式，在所述混合驱动模式下，所述发动机燃烧做功，所述离合器接合，所述第二电机的转子转动以驱动所述差速器转动，并且
所述发动机的输出动力驱动所述第一电机的转子转动而发电，所述第一电机发电产生的电能 驱动所述第二电机的转子转动，所述第一换挡执行器使所述第一齿轮组第一齿轮和所述第二齿轮组第一齿轮均与所述第一轴能够相对转动，所述第二换挡执行器使所述第一齿轮组第二齿轮与所述第二轴不能相对转动地连接，或
所述发动机的输出动力用于驱动所述差速器转动，所述第一电机的转子转动以驱动所述差速器转动，所述第一换挡执行器使所述第二齿轮组第一齿轮与所述第一轴不能相对转动地连接，所述第二换挡执行器使所述第三齿轮组第二齿轮与所述第二轴不能相对转动地连接，或
所述发动机的输出动力一部分用于驱动所述差速器转动、另一部分用于驱动所述第一电机的转子转动而发电，所述第一换挡执行器使所述第二齿轮组第一齿轮与所述第一轴不能相对转动地连接，所述第二换挡执行器使所述第三齿轮组第二齿轮与所述第二轴不能相对转动地连接。
在至少一个实施方式中，所述工作方法还包括发动机重启模式，在所述发动机重启模式下，所述离合器接合，所述第一电机的转子转动并驱动所述发动机重启动，所述第二电机的转子转动以驱动所述差速器转动，并且
所述第一换挡执行器使所述第一齿轮组第一齿轮和所述第二齿轮组第一齿轮均与所述第一轴能够相对转动，所述第二换挡执行器使所述第一齿轮组第二齿轮与所述第二轴不能相对转动地连接，或者
所述第一换挡执行器使所述第二齿轮组第一齿轮与所述第一轴不能相对转动地连接，所述第二换挡执行器使所述第三齿轮组第二齿轮与所述第二轴不能相对转动地连接，所述第一电机的输出动力还用于驱动所述差速器转动。
在至少一个实施方式中，所述工作方法还包括充电模式，在所述充电模式下，所述发动机不工作，所述离合器分离，所述差速器转动的动能驱动所述第二电机发电，并且
所述第一换挡执行器使所述第一齿轮组第一齿轮和所述第二齿轮组第一齿轮均与所述第一轴能够相对转动，所述第二换挡执行器使所述第一齿轮组第二齿轮与所述第二轴不能相对转动地连接，或者
所述第一换挡执行器使所述第二齿轮组第一齿轮与所述第一轴不能相对转动地连接，所述第 二换挡执行器使所述第三齿轮组第二齿轮与所述第二轴不能相对转动地连接，所述差速器转动的动能还驱动所述第一电机发电。
在至少一个实施方式中，所述工作方法还包括纯发动机驱动模式，在所述纯发动机驱动模式下，所述发动机燃烧做功，所述第一电机和所述第二电机均不受电驱动，
所述第一换挡执行器使所述第一齿轮组第一齿轮与所述第一轴不能相对转动地连接，所述第二换挡执行器使所述第一齿轮组第二齿轮与所述第二轴不能相对转动地连接。
根据本发明的双电机混合动力模块结构简单、制造成本低。
根据本发明的双电机混合动力模块的工作方法能为混合动力模块提供多种工作模式和速度挡位。
附图说明
图1是根据本发明的第一实施方式的双电机混合动力模块的结构示意图。
图2至图12是根据本发明的第一实施方式的双电机混合动力模块在不同工作模式下的动力传递路径的示意图。
图13是根据本发明的第二实施方式的双电机混合动力模块的结构示意图。
图14是根据本发明的第三实施方式的双电机混合动力模块的结构示意图。
附图标记说明：
M发动机；E1第一电机；E2第二电机；Dm减振器；D差速器；
11输出轴；12中间轴；10第一轴；20第二轴；30第三轴；40第四轴；H输出半轴；
G01第一齿轮；G02第二齿轮；G03第三齿轮；G04第四齿轮；
G11第一齿轮组第一齿轮；G12第一齿轮组第二齿轮；G21第二齿轮组第一齿轮；G22第二齿轮组第二齿轮；G31第三齿轮组第一齿轮；G32第三齿轮组第二齿轮；
R径向；A轴向。
具体实施方式
下面参照附图描述本发明的示例性实施方式。应当理解，这些具体的说明仅用于示教本领域技术人员如何实施本发明，而不用于穷举本发明的所有可行的方式，也不用于限制本发明的范围。
除非特别说明，附图中，A表示双电机混合动力模块的轴向，该轴向A与混合动力模块中的电机的轴向一致；R表示双电机混合动力模块的径向，该径向R与混合动力模块中的电机的径向一致。
(第一实施方式)
参照图1至图12介绍根据本发明的第一实施方式的双电机混合动力模块的结构及其工作方式。
如图1所示，在本实施方式中，双电机混合动力模块包括发动机M、第一电机E1、第二电机E2、离合器C0、变速器和差速器D。
变速器包括多个正齿轮和两个换挡执行器(第一换挡执行器A1和第二换挡执行器A2)。第一换挡执行器A1和第二换挡执行器A2例如可以是同步器。多个正齿轮主要包括三个用于换挡的齿轮组，具体为：互相啮合的第一齿轮组第一齿轮G11和第一齿轮组第二齿轮G12、互相啮合的第二齿轮组第一齿轮G21和第二齿轮组第二齿轮G22以及互相啮合的第三齿轮组第一齿轮G31和第三齿轮组第二齿轮G32。
在动力的传动路径上，假设将发动机M定义为最前端，则第一电机E1位于离合器C0之后、变速器之前，业界也将第一电机E1所在的该位置称为P2位置；第二电机E2位于变速器的后端，业界也将第二电机E2所在的该位置称为P3位置。
发动机M与第一电机E1同转动轴线地设置，第二电机E2相对于第一电机E1偏置(第二电机E2和第一电机E1的转动轴线在径向R上间隔开)。
发动机M优选为内燃机。
发动机M与第一电机E1的传动路径中设有离合器C0，且优选地，发动机M与离合器C0之间设有减振器Dm。具体地，发动机M的输出轴11与减振器Dm的第一部分抗扭地(不能相对转动地)连接，减振器Dm的第二部分与中间轴12抗扭地连接。减振器Dm的第一部分和减振器Dm的第二部分之间设有阻尼件。中间轴12与离合器C0的第一部分抗扭地连接。离合器C0的第二部分与第一电机E1的转子抗扭地连接。
当离合器C0的第一部分和第二部分接合(简称为离合器C0接合)时，发动机M与第一电机E1之间能传递扭矩；当离合器C0的第一部分和第二部分分离(简称为离合器C0分离)时，发动机M与第一电机E1之间不传递扭矩。
优选地，离合器C0为多片式离合器。
第一电机E1的转子还与第一轴10抗扭地连接。
第一轴10上套设有能相对于第一轴10转动的三个变速用的齿轮，且在沿轴向A从发动机M指向第一电机E1的方向上，第一轴10上的三个变速用的齿轮的设置顺序依次为第二齿轮组第一齿轮G21、第一齿轮组第一齿轮G11和第三齿轮组第一齿轮G31。其中，第一齿轮组第一齿轮G11和第三齿轮组第一齿轮G31不能相对转动地连接。
第一轴10上还设有第一换挡执行器A1，第一换挡执行器A1部分地与第一轴10抗扭地连接。通过改变第一换挡执行器A1的连接状态，可以选择性地使第二齿轮组第一齿轮G21或第一齿轮组第一齿轮G11与第一轴10抗扭地连接。
第三齿轮组第一齿轮G31用于与第二电机E2的转子互相传递扭矩。
具体地，在本实施方式中，第二电机E2设置于第三轴30，第二电机E2的转子与第三轴30抗扭地连接。第三轴30与第一轴10平行且在径向R上间隔开地设置。第三轴30上还设有与第三轴30抗扭地连接的第三齿轮G03。
第四轴40与第三轴30和第一轴10平行且偏置地设置，第四轴40上设有与第四轴40抗扭地连接的第四齿轮G04。第四齿轮G04同时与第三齿轮G03和第三齿轮组第一齿轮G31啮合。
第二轴20与第一轴10平行且在径向R上间隔开地设置。第二轴20上套设有第二齿轮组第二齿轮G22、第一齿轮组第二齿轮G12和第三齿轮组第二齿轮G32。其中，第二齿轮组第二齿轮G22与第二轴20抗扭地连接；第一齿轮组第二齿轮G12和第三齿轮组第二齿轮G32与第二轴20能够相对转动地连接。
第二轴20上还设有第二换挡执行器A2，第二换挡执行器A2部分地与第二轴20抗扭地连接。通过改变第二换挡执行器A2的连接状态，可以选择性地使第一齿轮组第二齿轮G12或第三齿轮组第二齿轮G32与第二轴20抗扭地连接。
第二轴20上还设有与第二轴20抗扭地连接的第一齿轮G01，第一齿轮G01用于在第二轴20和差速器D之间传递扭矩。具体地，差速器D的壳体与第二齿轮G02抗扭地连接(或者第二齿轮G02是差速器D的壳体的一部分)，第一齿轮G01与第二齿轮G02啮合。
在本发明中，第二电机E2主要被用作主驱电机，其最大功率大于第一电机E1的最大功率。而第一电机E1根据混合动力模块的不同的工作模式，用作提供辅助动力(包括换挡时保证动力传递不间断的动力)或用作发电机来提供电能。
接下来参照图2至图12介绍根据本发明的第一实施方式的双电机混合动力模块的不同工作模式。这些工作模式包括：纯电机驱动模式、混合驱动模式、发动机重启模式、充电模式和纯发动机驱动模式。
首先参照图2至图4介绍根据本实施方式的混合动力模块的“纯电机驱动模式”。
纯电机驱动模式下，混合动力模块具有三种不同的工作模式，分别为第二电机E2的第一挡位模式、第二电机E2的第二挡位模式和双电机驱动模式。优选地，第一挡位模式下变速器的传动比大于第二挡位模式下变速器的传动比(即变速器在第一挡位模式下相比于在第二挡位模式下处于低挡位)。纯电机驱动模式下，发动机M不工作，离合器C0处于分离状态。
(1.1第二电机E2的第一挡位模式)
参照图2，在第二电机E2的第一挡位模式下，第一电机E1不工作，第二电机E2由电池驱动而输出动力，第一换挡执行器A1处于中断状态(第二齿轮组第一齿轮G21和第一齿轮组第一齿轮G11均不与第一轴10抗扭地连接)，第二换挡执行器A2选择使第一齿轮组第二齿轮G12与第二轴20抗扭地连接。
图2中的虚线箭头示出了来自第二电机E2的动力传递路径，来自第二电机E2的转子的输出动力依次经第三轴30、第三齿轮G03、第四齿轮G04、第三齿轮组第一齿轮G31、第一齿轮组第一齿轮G11、第一齿轮组第二齿轮G12、第二轴20、第一齿轮G01、第二齿轮G02而传递至差速器D(由差速器D的壳体输入、由差速器D的输出半轴H输出)。
(1.2第二电机E2的第二挡位模式)
参照图3，在第二电机E2的第二挡位模式下，第一电机E1不工作，第二电机E2由电池驱动而输 出动力，第一换挡执行器A1处于中断状态，第二换挡执行器A2选择使第三齿轮组第二齿轮G32与第二轴20抗扭地连接。
图3中的虚线箭头示出了来自第二电机E2的动力传递路径，来自第二电机E2的转子的输出扭矩依次经第三轴30、第三齿轮G03、第四齿轮G04、第三齿轮组第一齿轮G31、第三齿轮组第二齿轮G32、第二轴20、第一齿轮G01、第二齿轮G02而传递至差速器D。
(1.3双电机驱动模式)
参照图4，在双电机驱动模式下，第一电机E1和第二电机E2均由电池驱动而输出动力。
这种模式应用于需要第一电机E1提供辅助驱动力来增大模块的输出动力的情形，或者是应用于第二换挡执行器A2选择换挡的过程以避免动力传递中断。
此时第一换挡执行器A1选择使第二齿轮组第一齿轮G21与第一轴10抗扭地连接。第二换挡执行器A2选择使第一齿轮组第二齿轮G12或第三齿轮组第二齿轮G32与第二轴20抗扭地连接(图4示出了第三齿轮组第二齿轮G32与第二轴20抗扭地连接的情形)。
图4中的点划线箭头示出了来自第一电机E1的动力传递路径，虚线箭头示出了来自第二电机E2的动力传递路径(与上文介绍的第二电机E2的第二挡位模式下的动力传递路径相似)。其中，来自第一电机E1的转子的输出扭矩依次经第一轴10、第二齿轮组第一齿轮G21、第二齿轮组第二齿轮G22、第二轴20、第一齿轮G01、第二齿轮G02而传递至差速器D。
由于第一电机E1和第二电机E2可以同时提供驱动力，因此根据本发明的混合动力模块对第二电机E2的最大功率的要求可以降低，可以选择体积更小的电机作为第二电机E2。
接下来参照图5至图7介绍根据本实施方式的混合动力模块的“混合驱动模式”。
混合驱动模式下，混合动力模块又具有三种不同的工作模式，分别为串联模式、并联模式和发动机负荷点转移模式。在混合驱动模式下，发动机M工作，离合器C0接合，
(2.1串联模式)
参照图5，在该工作模式下，发动机M、第一电机E1和第二电机E2的动力是串联的。此时第一电机E1用作发电机，第一电机E1将由发动机M传递来的机械能转换为电能、并用于驱动第二电机E2 的转子转动。
该工作模式通常用于变速器处于低挡位时，在该工作模式下，第一换挡执行器A1处于中断状态，第二换挡执行器A2选择使第一齿轮组第二齿轮G12与第二轴20抗扭地连接。
图5中的实线箭头示出了来自发动机M的动力传递路径，虚线箭头示出了来自第二电机E2的动力传递路径(与上文介绍的第二电机E2的第一挡位模式下的动力传递路径相似)。
来自发动机M的输出扭矩经减振器Dm减振后，经离合器C0传递给第一电机E1的转子，用于驱动第一电机E1发电。
由第一电机E1发电产生的电能驱动第二电机E2的转子转动，并经变速器中的各齿轮传递给差速器D。
(2.2并联模式)
参照图6，在并联模式下，第一电机E1和第二电机E2均由电池驱动而输出动力。
该工作模式通常用于变速器处于高挡位时，此时第一换挡执行器A1选择使第二齿轮组第一齿轮G21与第一轴10抗扭地连接，第二换挡执行器A2选择使第三齿轮组第二齿轮G32与第二轴20抗扭地连接。
图6中的实线箭头示出了来自发动机M的动力传递路径，点划线箭头示出了来自第一电机E1的动力传递路径，虚线箭头示出了来自第二电机E2的动力传递路径。
其中，来自发动机M的输出扭矩依次经输出轴11、减振器Dm、中间轴12、离合器C0、第一轴10、第二齿轮组第一齿轮G21、第二齿轮组第二齿轮G22、第二轴20、第一齿轮G01、第二齿轮G02而传递至差速器D。
并联模式中第一电机E1和第二电机E2的动力传递类似于上文介绍的双电机驱动模式下的动力传递，在此不再赘述。
(2.3发动机负荷点转移模式)
参照图7，该工作模式通常应用于发动机M的输出功率较小的情形，例如车辆高速行驶时(即变速器处于高挡位时)，这种情况下发动机M的负荷未处于最佳工作区域，燃油利用率不高。本工作模 式通过使发动机M在驱动车辆行驶的同时驱动第一电机E1发电，能使发动机负荷点向更优的工作区域转移。
在该工作模式下，第一电机E1处于发电状态，第二电机E2由电池驱动而输出动力。
此时第一换挡执行器A1选择使第二齿轮组第一齿轮G21与第一轴10抗扭地连接。第二换挡执行器A2选择使第三齿轮组第二齿轮G32与第二轴20抗扭地连接。
图7中的实线箭头示出了来自发动机M的动力传递路径，发动机的输出扭矩一部分传递给差速器D，另一部分用于驱动第一电机E1的转子转动、使第一电机E1发电。虚线箭头示出了来自第二电机E2的动力传递路径(与上文介绍的第二电机E2的第二挡位模式下的动力传递路径相似)。
接下来参照图8和图9介绍根据本实施方式的混合动力模块的“发动机重启模式”。
发动机重启模式下，离合器C0接合，第一电机E1给发动机M提供重启动的动力，第二电机E2给差速器D提供驱动动力，此外，第一电机E1还可以选择性地给差速器D提供辅助的驱动动力。
因此，在本实施方式中，发动机重启模式包括两种不同的工作模式，分别为发动机第一重启模式和发动机第二重启模式。
(3.1发动机第一重启模式)
在发动机第一重启模式下，第一电机E1只驱动发动机M重启动，第二电机E2由电池驱动而输出动力，变速器处于低挡位。
参照图8，此时第一换挡执行器A1处于中断状态，第二换挡执行器A2选择使第一齿轮组第二齿轮G12与第二轴20抗扭地连接。
图8中的点划线箭头示出了来自第一电机E1的动力传递路径，虚线箭头示出了来自第二电机E2的动力传递路径。
(3.2发动机第二重启模式)
在发动机第二重启模式下，第一电机E1一方面驱动发动机M重启动、另一方面将扭矩传递给差速器D，第二电机E2由电池驱动而输出动力，变速器处于高挡位。
参照图9，此时第一换挡执行器A1选择使第二齿轮组第一齿轮G21与第一轴10抗扭地连接，第二 换挡执行器A2选择使第三齿轮组第二齿轮G32与第二轴20抗扭地连接。
图9中的点划线箭头示出了来自第一电机E1的动力传递路径，虚线箭头示出了来自第二电机E2的动力传递路径。
接下来参照图10和图11介绍根据本实施方式的混合动力模块的“充电模式”。
充电模式下，第一电机E1和第二电机E2均可以作为发电机用。在本实施方式中，当变速器处于低挡位时，仅由第二电机E2回收动力发电，此时的混合动力模块处于第一充电模式。当变速器处于高挡位时，第一电机E1和第二电机E2同时回收动力发电，此时的混合动力模块处于第二充电模式。
(4.1第一充电模式)
参照图10，在第一充电模式下，第一换挡执行器A1处于中断状态，第二换挡执行器A2选择使第一齿轮组第二齿轮G12与第二轴20抗扭地连接。
该模式下的动力传递路径依次为差速器D、第二齿轮G02、第一齿轮G01、第二轴20、第一齿轮组第二齿轮G12、第一齿轮组第一齿轮G11、第三齿轮组第一齿轮G31、第四齿轮G04、第三齿轮G03、第三轴30至第二电机E2的转子。
(4.2第二充电模式)
参照图11，在第二充电模式下，第一换挡执行器A1选择使第二齿轮组第一齿轮G21与第一轴10抗扭地连接，第二换挡执行器A2选择使第三齿轮组第二齿轮G32与第二轴20抗扭地连接。
该模式下除了具有和第一充电模式类似的动力传递路径外，还具有使用第一电机E1发电的动力传递路径：来自差速器D的动力依次经第二齿轮G02、第一齿轮G01、第二轴20、第二齿轮组第二齿轮G22、第二齿轮组第一齿轮G21、第一轴10至第一电机E1的转子。
最后参照图12介绍根据本实施方式的混合动力模块的“纯发动机驱动模式”。
该模式通常在混合动力模块中电路系统出现故障时使用，此时电机不工作，仅由发动机M驱动车辆以较低的速度前进。
参照图12，该模式下，离合器C0接合，第一换挡执行器A1选择使第一齿轮组第一齿轮G11与第一轴10抗扭地连接，第二换挡执行器A2选择使第一齿轮组第二齿轮G12与第二轴20抗扭地连接。
该模式下的动力传递路径为：来自发动机M的动力依次经输出轴11、减振器Dm、中间轴12、离合器C0、第一轴10、第一齿轮组第一齿轮G11、第一齿轮组第二齿轮G12、第二轴20、第一齿轮G01、第二齿轮G02至差速器D。
(第二实施方式)
下面参照图13说明根据本发明的第二实施方式的双电机混合动力模块。第二实施方式是第一实施方式的变型，对于与第一实施方式中的部件结构或功能相同或相似的部件标注相同的附图标记，并省略对这些部件的具体说明。
在本实施方式中，发动机M、第一电机E1和第二电机E2同轴线地设置，且第一电机E1和第二电机E2在轴向A上位于变速器的同一侧。
第二电机E2设置于第一轴10。具体地，第二电机E2设置于第一电机E1和变速器之间，第二电机E2的转子能相对于第一轴10转动地套设于第一轴10，且第二电机E2的转子与第三齿轮组第一齿轮G31抗扭地连接。
沿轴向A从第一电机E1指向第二电机E2的方向上，第一轴10上的三个变速用的齿轮的设置顺序依次为第三齿轮组第一齿轮G31、第一齿轮组第一齿轮G11和第二齿轮组第一齿轮G21。
(第三实施方式)
下面参照图14说明根据本发明的第三实施方式的双电机混合动力模块。第三实施方式是第一实施方式的另一个变型，对于与第一实施方式中的部件结构或功能相同或相似的部件标注相同的附图标记，并省略对这些部件的具体说明。
在本实施方式中，发动机M、第一电机E1和第二电机E2同轴线地设置，且第一电机E1和第二电机E2在轴向A上分别位于变速器的两侧。
第二电机E2设置于第一轴10。第二电机E2的转子能相对于第一轴10转动地套设于第一轴10，且第二电机E2的转子与第三齿轮组第一齿轮G31抗扭地连接。
沿轴向A从第一电机E1指向第二电机E2的方向上，第一轴10上的三个变速用的齿轮的设置顺序依次为第二齿轮组第一齿轮G21、第一齿轮组第一齿轮G11和第三齿轮组第一齿轮G31。
下面简单说明本发明的上述实施方式的部分有益效果。
(i)根据本发明的双电机混合动力模块在混合驱动模式下能为发动机M提供3个挡位(例如在不同挡位下所提供的变速比分别为15、8和4)，在纯电机驱动模式下能为作为主驱电机的第二电机E2提供2个挡位(例如在不同挡位下所提供的变速比分别为15和4)，且能在例如电路系统出现故障时提供纯发动机驱动模式。
(ii)在纯电机驱动模式下，第一电机E1和第二电机E2可以同时提供驱动力，相比于只能由主驱电机提供驱动力的情况，这减小了对第二电机E2的最大功率的需求，可以使用体积较小的电机作为主驱电机，节约成本和空间。
(iii)根据本发明的双电机混合动力模块的变速器可以为机械式的自动变速器(AMT)，只需要一个离合器、且变速器使用正齿轮，而不需要使用复杂的双离合器或是行星齿轮组。
应当理解，上述实施方式仅是示例性的，不用于限制本发明。本领域技术人员可以在本发明的教导下对上述实施方式做出各种变型和改变，而不脱离本发明的范围。例如，
(i)变速器内的转轴和与转轴抗扭地连接的齿轮可以是一体形成的，例如，第四轴40以及第四齿轮G04可以是一个整体的齿轮轴。
(ii)本发明对换挡执行器的具体结构不作限制，其例如也可以使用类似于离合器结构的执行元件。

Claims (15)

  1. 一种双电机混合动力模块，其包括发动机(M)、离合器(C0)、第一电机(E1)、第二电机(E2)、变速器和差速器(D)，其中，
    所述变速器包括第一轴(10)、第二轴(20)、第一换挡执行器(A1)、第二换挡执行器(A2)和三个齿轮组，所述三个齿轮组中的第一齿轮组第一齿轮(G11)与第一齿轮组第二齿轮(G12)啮合，第二齿轮组第一齿轮(G21)与第二齿轮组第二齿轮(G22)啮合，第三齿轮组第一齿轮(G31)与第三齿轮组第二齿轮(G32)啮合，所述第一轴(10)与所述第二轴(20)平行，
    所述第一齿轮组第一齿轮(G11)、所述第二齿轮组第一齿轮(G21)和所述第三齿轮组第一齿轮(G31)均设置于所述第一轴(10)，所述第一齿轮组第一齿轮(G11)和所述第三齿轮组第一齿轮(G31)不能相对转动地连接，
    所述第一换挡执行器(A1)用于使所述第一齿轮组第一齿轮(G11)和所述第二齿轮组第一齿轮(G21)中的一者与所述第一轴(10)不能相对转动地连接、或使所述第一齿轮组第一齿轮(G11)和所述第二齿轮组第一齿轮(G21)均与所述第一轴(10)能够相对转动，
    所述第一齿轮组第二齿轮(G12)、所述第二齿轮组第二齿轮(G22)和所述第三齿轮组第二齿轮(G32)均设置于所述第二轴(20)，
    所述第二换挡执行器(A2)用于使所述第一齿轮组第二齿轮(G12)和所述第三齿轮组第二齿轮(G32)中的一者与所述第二轴(20)不能相对转动地连接、或使所述第一齿轮组第二齿轮(G12)和所述第三齿轮组第二齿轮(G32)均与所述第二轴(20)能够相对转动，
    所述发动机(M)连接所述离合器(C0)的第一部分，所述离合器(C0)的第二部分与所述第一电机(E1)的转子不能相对转动地连接，所述离合器(C0)的第二部分还与所述第一轴(10)不能相对转动地连接，
    所述第二电机(E2)的转子与所述第三齿轮组第一齿轮(G31)能相互传递扭矩，
    所述第二轴(20)与所述差速器(D)的壳体能互相传递扭矩。
  2. 根据权利要求1所述的双电机混合动力模块，其特征在于，所述变速器还包括第一齿轮(G01)，所述第一齿轮(G01)与所述第二轴(20)不能相对转动地连接，所述差速器(D)的壳体与第二齿 轮(G02)不能相对转动地连接，所述第一齿轮(G01)与所述第二齿轮(G02)啮合。
  3. 根据权利要求1所述的双电机混合动力模块，其特征在于，所述第二电机(E2)的最大功率大于所述第一电机(E1)的最大功率。
  4. 根据权利要求1所述的双电机混合动力模块，其特征在于，所述发动机(M)和所述离合器(C0)之间设有减振器(Dm)，所述发动机(M)的输出轴(11)与所述减振器(Dm)的第一部分不能相对转动地连接，所述减振器(Dm)的第二部分与所述离合器(C0)的第一部分不能相对转动地连接，所述减振器(Dm)的第一部分与所述减振器(Dm)的第二部分之间连接有阻尼件。
  5. 根据权利要求1所述的双电机混合动力模块，其特征在于，所述第一换挡执行器(A1)和所述第二换挡执行器(A2)均为同步器。
  6. 根据权利要求1至5中任一项所述的双电机混合动力模块，其特征在于，在沿所述第一电机(E1)的轴向(A)从所述发动机(M)指向所述第一电机(E1)的方向上，所述第一轴(10)上的三个变速用的齿轮的设置顺序依次为所述第二齿轮组第一齿轮(G21)、所述第一齿轮组第一齿轮(G11)和所述第三齿轮组第一齿轮(G31)。
  7. 根据权利要求6所述的双电机混合动力模块，其特征在于，
    所述混合动力模块还包括第三轴(30)、第四轴(40)，所述第三轴(30)与所述第一轴(10)平行且与所述第一轴(10)在径向(R)上间隔开地设置，所述第二电机(E2)的转子与所述第三轴(30)不能相对转动地连接，
    所述第三轴(30)还与第三齿轮(G03)不能相对转动地连接，所述第四轴(40)还与第四齿轮(G04)不能相对转动地连接，
    所述第四齿轮(G04)与第三齿轮(G03)和所述第三齿轮组第一齿轮(G31)均啮合。
  8. 根据权利要求1至5中任一项所述的双电机混合动力模块，其特征在于，所述第二电机(E2)设置于所述第一轴(10)，且所述第二电机(E2)的转子与所述第三齿轮组第一齿轮(G31)不能相对转动地连接。
  9. 根据权利要求8所述的双电机混合动力模块，其特征在于，所述第二电机(E2)位于所述第一 电机(E1)和所述变速器之间，在沿所述第一电机(E1)的轴向(A)从所述发动机(M)指向所述第一电机(E1)的方向上，所述第一轴(10)上的三个变速用的齿轮的设置顺序依次为所述第三齿轮组第一齿轮(G31)、所述第一齿轮组第一齿轮(G11)和所述第二齿轮组第一齿轮(G21)。
  10. 根据权利要求8所述的双电机混合动力模块，其特征在于，所述第一电机(E1)和所述第二电机(E2)分别位于所述变速器的轴向(A)上的两侧，在沿所述第一电机(E1)的轴向(A)从所述发动机(M)指向所述第一电机(E1)的方向上，所述第一轴(10)上的三个变速用的齿轮的设置顺序依次为所述第二齿轮组第一齿轮(G21)、所述第一齿轮组第一齿轮(G11)和所述第三齿轮组第一齿轮(G31)。
  11. 一种双电机混合动力模块的工作方法，其特征在于，所述双电机混合动力模块为根据权利要求1至10中任一项所述的双电机混合动力模块，所述双电机混合动力模块的工作方法包括纯电机驱动模式，在所述纯电机驱动模式下，
    所述发动机(M)不工作，所述离合器(C0)分离，
    所述第二电机(E2)的转子转动，所述第二换挡执行器(A2)使所述第一齿轮组第二齿轮(G12)或所述第三齿轮组第二齿轮(G32)与所述第二轴(20)不能相对转动地连接，并且
    所述第一电机(E1)的转子转动，且所述第一换挡执行器(A1)使所述第二齿轮组第一齿轮(G21)与所述第一轴(10)不能相对转动地连接，或
    所述第一电机(E1)不工作，所述第一换挡执行器(A1)使所述第一齿轮组第一齿轮(G11)和所述第二齿轮组第一齿轮(G21)均与所述第一轴(10)能够相对转动。
  12. 根据权利要求11所述的双电机混合动力模块的工作方法，其特征在于，所述工作方法还包括混合驱动模式，在所述混合驱动模式下，
    所述发动机(M)燃烧做功，所述离合器(C0)接合，所述第二电机(E2)的转子转动以驱动所述差速器(D)转动，并且
    所述发动机(M)的输出动力驱动所述第一电机(E1)的转子转动而发电，所述第一电机(E1)发电产生的电能驱动所述第二电机(E2)的转子转动，所述第一换挡执行器(A1)使所述第一 齿轮组第一齿轮(G11)和所述第二齿轮组第一齿轮(G21)均与所述第一轴(10)能够相对转动，所述第二换挡执行器(A2)使所述第一齿轮组第二齿轮(G12)与所述第二轴(20)不能相对转动地连接，或
    所述发动机(M)的输出动力用于驱动所述差速器(D)转动，所述第一电机(E1)的转子转动以驱动所述差速器(D)转动，所述第一换挡执行器(A1)使所述第二齿轮组第一齿轮(G21)与所述第一轴(10)不能相对转动地连接，所述第二换挡执行器(A2)使所述第三齿轮组第二齿轮(G32)与所述第二轴(20)不能相对转动地连接，或
    所述发动机(M)的输出动力一部分用于驱动所述差速器(D)转动、另一部分用于驱动所述第一电机(E1)的转子转动而发电，所述第一换挡执行器(A1)使所述第二齿轮组第一齿轮(G21)与所述第一轴(10)不能相对转动地连接，所述第二换挡执行器(A2)使所述第三齿轮组第二齿轮(G32)与所述第二轴(20)不能相对转动地连接。
  13. 根据权利要求11所述的双电机混合动力模块的工作方法，其特征在于，所述工作方法还包括发动机重启模式，在所述发动机重启模式下，
    所述离合器(C0)接合，所述第一电机(E1)的转子转动并驱动所述发动机(M)重启动，所述第二电机(E2)的转子转动以驱动所述差速器(D)转动，并且
    所述第一换挡执行器(A1)使所述第一齿轮组第一齿轮(G11)和所述第二齿轮组第一齿轮(G21)均与所述第一轴(10)能够相对转动，所述第二换挡执行器(A2)使所述第一齿轮组第二齿轮(G12)与所述第二轴(20)不能相对转动地连接，或者
    所述第一换挡执行器(A1)使所述第二齿轮组第一齿轮(G21)与所述第一轴(10)不能相对转动地连接，所述第二换挡执行器(A2)使所述第三齿轮组第二齿轮(G32)与所述第二轴(20)不能相对转动地连接，所述第一电机(E1)的输出动力还用于驱动所述差速器(D)转动。
  14. 根据权利要求11所述的双电机混合动力模块的工作方法，其特征在于，所述工作方法还包括充电模式，在所述充电模式下，
    所述发动机(M)不工作，所述离合器(C0)分离，所述差速器(D)转动的动能驱动所述第二 电机(E2)发电，并且
    所述第一换挡执行器(A1)使所述第一齿轮组第一齿轮(G11)和所述第二齿轮组第一齿轮(G21)均与所述第一轴(10)能够相对转动，所述第二换挡执行器(A2)使所述第一齿轮组第二齿轮(G12)与所述第二轴(20)不能相对转动地连接，或者
    所述第一换挡执行器(A1)使所述第二齿轮组第一齿轮(G21)与所述第一轴(10)不能相对转动地连接，所述第二换挡执行器(A2)使所述第三齿轮组第二齿轮(G32)与所述第二轴(20)不能相对转动地连接，所述差速器(D)转动的动能还驱动所述第一电机(E1)发电。
  15. 根据权利要求11所述的双电机混合动力模块的工作方法，其特征在于，所述工作方法还包括纯发动机驱动模式，在所述纯发动机驱动模式下，
    所述发动机(M)燃烧做功，所述第一电机(E1)和所述第二电机(E2)均不受电驱动，
    所述第一换挡执行器(A1)使所述第一齿轮组第一齿轮(G11)与所述第一轴(10)不能相对转动地连接，所述第二换挡执行器(A2)使所述第一齿轮组第二齿轮(G12)与所述第二轴(20)不能相对转动地连接。
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CN106515417A (zh) * 2016-10-17 2017-03-22 中国第汽车股份有限公司 一种混合动力驱动系统
WO2019218266A1 (zh) * 2018-05-16 2019-11-21 舍弗勒技术股份两合公司 混合动力变速器和车辆
CN110576731A (zh) * 2018-06-07 2019-12-17 舍弗勒技术股份两合公司 混合动力专用变速器及混合动力车辆
CN109278531A (zh) * 2018-09-29 2019-01-29 泰牛汽车技术(苏州)有限公司 具有混合动力的变速器驱动系统
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
CN111114276A (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

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CN116512892A (zh) * 2023-05-17 2023-08-01 中国第一汽车股份有限公司 纵置混合动力驱动系统及具有其的车辆
WO2025025560A1 (zh) * 2023-07-31 2025-02-06 重庆长安汽车股份有限公司 动力传动系统及行驶设备
CN118528758A (zh) * 2023-09-25 2024-08-23 比亚迪股份有限公司 混合动力驱动系统及车辆
WO2025200107A1 (zh) * 2024-03-26 2025-10-02 奇瑞汽车股份有限公司 一种动力系统及汽车
CN118669511A (zh) * 2024-05-24 2024-09-20 中国第一汽车股份有限公司 一种多挡混合动力系统及车辆

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