WO2022133941A1

WO2022133941A1 - Single-motor multi-mode hybrid power system and hybrid power vehicle

Info

Publication number: WO2022133941A1
Application number: PCT/CN2020/139139
Authority: WO
Inventors: 苏宇; 林霄喆; 孙艳; 付军; 谭艳军; 张旭; 钱宗行; 祝林; 巩菊红; 王开文; 张恒; 孙剑斌; 李江; 王二朋; 王瑞平; 安聪慧; 肖逸阁
Original assignee: 浙江吉利控股集团有限公司; 义乌吉利自动变速器有限公司; 宁波吉利罗佑发动机零部件有限公司; 浙江吉利动力总成有限公司
Priority date: 2020-12-24
Filing date: 2020-12-24
Publication date: 2022-06-30
Also published as: CN116018287A

Abstract

A single-motor multi-mode hybrid power system and a hybrid power vehicle. The single-motor multi-mode hybrid power system comprises: a power source device (100), which comprises an engine (23) provided with a first driving shaft (24) and used for outputting a first driving force, and an electric motor (1) provided with a second driving shaft (25) and used for outputting a second driving force, wherein the second driving shaft (25) is sleeved on the first driving shaft (24) and can rotate relative to the first driving shaft (24); a brake (2), which is connected to the second driving shaft (25) and used for selectively cutting off power output of the second driving shaft (25); a planetary gear mechanism, which is provided with a first input end connected to the first driving shaft (24), a second input end connected to the second driving shaft (25) and an output end, wherein the output end of the planetary gear mechanism also serves as an output end of the power source device (100); and a clutch (3), which is connected to the second driving shaft (25) and is used for controlling a second input end of the planetary gear mechanism to be engaged to and disengaged from the output end of the planetary gear mechanism. According to the solution, the power source device (100) has a simple structure and a low cost.

Description

A single-motor multi-mode hybrid system and hybrid vehicle

technical field

The present invention relates to the technical field of hybrid vehicles, in particular to a single-motor multi-mode hybrid system and a hybrid vehicle.

Background technique

Because traditional fuel vehicles consume non-renewable resources and cause serious pollution, pure electric vehicles have bottlenecks in battery technology. larger share.

The CHS2800 gearbox came into being. The current structure of CHS2800 adopts two planetary rows, two clutches, and two brakes to realize three pure electric gears with P2 motor and P1 motor, and six hybrid gears involved in the engine. The engine can be charged in situ through the P2 motor or the P1 motor. The P2 motor and the P1 motor have the function of energy recovery under braking and other working conditions, and the function can cover the THS system and the i-MMD system. This structure requires high machining accuracy of the planetary row and a large number of clutches and brakes, so the efficiency of the whole machine is low and the cost is high.

AMT gearboxes are very mature in the market, with simple structure, low cost and low fuel consumption. However, when the AMT gearbox starts from a slope and drives at a low speed, it is difficult for the clutch to achieve a perfect "semi-linked" state, so the feeling of frustration is strong.

SUMMARY OF THE INVENTION

In view of the above-mentioned problems, the present invention is proposed to provide a single-motor multi-mode hybrid system and a hybrid vehicle that overcome the above-mentioned problems or at least partially solve the above-mentioned problems.

One purpose of the present invention is to solve the technical problems of complicated structure and high cost of CHS2800 gearbox in the prior art.

A further object of the present invention is to solve the technical problems in the prior art that the CHS2800 gearbox has a large number of planetary rows, clutches, brakes, etc., the efficiency of the whole vehicle is low, and the cost is high.

Another further object of the present invention is to realize the combined use of multiple modes and the flexible regulation of the working points of the engine and the motor through a new structural design.

Another further object of the present invention is to solve the technical problem that the multi-speed control of the CHS2800 gearbox in the prior art is difficult.

Yet another further object of the present invention is to reduce shift shock.

In particular, the present invention provides a single-motor multi-mode hybrid power system, including a power source device, a speed change device and a differential, the speed change device being connected between the input end of the differential and the power source device. between the output ends; the power source device includes:

an engine, having a first drive shaft for outputting a first driving force;

a motor with a second drive shaft for outputting a second driving force, the second drive shaft is sleeved on the first drive shaft and is rotatable relative to the first drive shaft;

a brake, connected to the second drive shaft, for selectively cutting off the power output of the second drive shaft;

The planetary gear mechanism has a first input end connected with the first drive shaft, a second input end connected with the second drive shaft and an output end, and the output end of the planetary gear mechanism simultaneously serves as the power the output of the source device;

A clutch, connected to the second drive shaft, is used for controlling the engagement and disengagement of the second input end of the planetary gear mechanism and the output end of the planetary gear mechanism.

Optionally, the number of the engine, the electric motor, the brake, the planetary gear mechanism and the clutch is one.

Optionally, the planetary gear mechanism includes a plurality of planetary gears, a planetary carrier, a sun gear and a ring gear;

Each of the plurality of planetary gears is connected with the planet carrier, and each of the planetary gears is connected with the ring gear;

the planet carrier is connected to the first drive shaft, and the planet carrier serves as the first input end of the planetary gear mechanism;

The sun gear is arranged on the second drive shaft, is arranged concentrically with the ring gear, and meshes with a plurality of the planetary gears, and the sun gear serves as the second input of the planetary gear mechanism end;

The ring gear serves as the output end of the planetary gear mechanism.

Optionally, the speed change device includes an input shaft, an output shaft, a plurality of gear pairs and a plurality of gear synchronizers, the input shaft is connected to the output end of the power source device, and the output shaft is connected to the input of the differential;

Each gear pair includes a gear driving gear and a gear driven gear meshing with the gear driving gear, the gear driving gear is arranged on the input shaft, and the gear driven gear is arranged on the on the output shaft;

The gear synchronizer is used to control the gear driven gear to be combined with the output shaft, thereby transmitting the driving force via the gear pair to the differential.

Optionally, the gear pair at least includes a first gear pair and a second gear pair, and the gear synchronizer includes a first gear synchronizer and a second gear synchronizer;

The gear driving gear of the first gear pair is a first gear driving gear, the gear driven gear of the first gear pair is a first driven gear, and the first gear synchronizer is used to selectively control the first gear. The gear driven gear is combined with the output shaft;

The gear driving gear of the second gear pair is the second driving gear, the gear driven gear of the second gear pair is the second driven gear, and the second gear synchronizer is used to selectively control the second gear. A gear driven gear is combined with the output shaft.

Optionally, the gear pair further includes a third gear pair, the gear driving gear of the third gear pair is the third gear driving gear, and the gear driven gear of the third gear pair is the third gear slave. moving gear;

The second-speed synchronizer is arranged on the output shaft, and is located between the second-speed driven gear and the third-speed driven gear, and is also used to selectively control the third-speed driven gear and the third-speed driven gear. combined with the output shaft.

Optionally, the speed change device further includes:

a reverse gear, arranged on the output shaft;

an idler shaft spaced and parallel to the input shaft;

The idler gear is arranged on the idler shaft and meshes with the reverse gear and the first gear at the same time.

Optionally, the driving mode of the single-motor multi-mode hybrid power system includes at least one of the following:

pure electric mode, driven only by the electric motor;

Engine direct drive mode, driven only by the engine;

parallel mode, coupled and driven by the engine and the electric motor;

In a power split mode, the engine splits the first driving force to the output end of the power source device and the electric motor.

Optionally, in the pure electric mode, the electric motor is in a working state, the engine is in a stopped working state, the clutch is in an engaged state, and the brake is in a disengaged state;

In the engine direct drive mode, the engine is in a working state, the electric motor is in a stopped working state, the clutch is in an engaged state, and the brake is in a disengaged state; or the engine is in a working state, and the electric motor is in a Stop working, the clutch is in a disengaged state, and the brake is in an engaged state;

In the parallel mode, the engine is in a working state, the electric motor is in a working state, the clutch is in an engaged state, and the brake is in a disengaged state;

In the power split mode, the engine is in an operating state, the electric motor is in an operating state, the clutch is in a disengaged state, and the brake is in a disengaged state.

Optionally, the single-motor multi-mode hybrid power system further includes:

The controller is configured to control the vehicle to preferentially select the high gear in the transmission device when starting, and regulate the working point of the low gear in the transmission device according to the vehicle speed and the required torque after the vehicle runs normally.

Optionally, the controller is configured to control preferential use of the electric motor as a power source when shifting gears.

In particular, the present invention also provides a hybrid vehicle comprising the single-motor multi-mode hybrid system as described above.

According to the solution of the embodiment of the present invention, the engine is connected to the first input end of the planetary gear mechanism, the electric motor is connected to the second input end of the planetary gear mechanism, the external output of the power source device is output through the output end of the planetary gear mechanism, and the power source The structure of the device is simple and the cost is low.

Further, because the number of the engine, the motor, the brake, the planetary gear mechanism and the clutch is one, the number of the planetary gear mechanism, the brake, the clutch and the motor is less than the number of the corresponding parts in the CHS2800 gearbox in the prior art, On the one hand, it can not only achieve the same multi-mode switching effect of the CHS2800 gearbox under the same attribute design parameters, but also has stronger power than the CHS2800 gearbox, and at the same time brings about an improvement in efficiency and a reduction in fuel consumption. Among them, the reduction of fuel consumption is mainly reflected in the extra clutches, brakes, etc., and the drag loss caused by it is reflected in the fuel consumption. However, if the corresponding components are omitted in this application, the natural fuel consumption will be greatly reduced. Accordingly, Manufacturing costs and operating costs have also dropped significantly. In addition, due to the use of a single motor, a single planetary gear mechanism, a single clutch, etc., the overall structure of the single motor multi-mode hybrid power system is small in size and greatly reduced in weight, and the structure only needs to change the arrangement of the differential. The position can satisfy both horizontal and vertical transmissions, and is suitable for a wider range of models.

Further, in this application, the first driving force of the engine can be transmitted directly through the planet carrier and the ring gear, and there are no multi-stage transmissions such as multiple planet carriers and gears in the middle, the transmission path is short, and the meshing gears are reduced, and the transmission Efficiency is significantly improved, especially when the clutch or brake is engaged, the drive is more efficient, only the drag loss of the brake or clutch, the loss of gear out-of-gear and the loss of the differential.

Further, due to the pure electric mode, the engine direct drive mode, the parallel mode and the power split mode, the switching of various modes can be realized, the economy is better, and the operating point of the engine and the electric motor can be flexibly adjusted.

Further, by making the transmission device adopt multiple gears, control of multiple gears in different modes can be realized, and the number of gears can be set as required, and the more gears, the smoother the shifting. When the transmission device adopts three gears, it can not only ensure a certain smoothness of shifting, but also meet the requirements of power and economy, and can be matched with a wide range of models.

Further, since the high gear is preferentially used when the vehicle starts, and the working point of the low gear in the transmission is regulated according to the vehicle speed and the required torque after the vehicle is running normally, it is possible to quickly enter the high speed state after the vehicle is stopped for a short time, and later Shift to a lower gear state according to the situation to improve the driver's driving experience. Moreover, when shifting gears, the electric motor is preferentially used as the power source. Due to the advantages of the electric motor itself, the shifting shock of the vehicle can be greatly optimized.

The above description is only an overview of the technical solutions of the present invention, in order to be able to understand the technical means of the present invention more clearly, it can be implemented according to the content of the description, and in order to make the above and other purposes, features and advantages of the present invention more obvious and easy to understand , the following specific embodiments of the present invention are given.

The above and other objects, advantages and features of the present invention will be more apparent to those skilled in the art from the following detailed description of the specific embodiments of the present invention in conjunction with the accompanying drawings.

Description of drawings

Hereinafter, some specific embodiments of the present invention will be described in detail by way of example and not limitation with reference to the accompanying drawings. The same reference numbers in the figures designate the same or similar parts or parts. It will be understood by those skilled in the art that the drawings are not necessarily to scale. In the attached picture:

FIG. 1 shows a schematic structural diagram of a single-motor multi-mode hybrid power system according to Embodiment 1 of the present invention;

FIG. 2 shows a schematic diagram of the driving force transmission path of the single-motor multi-mode hybrid power system in the pure electric mode according to the first embodiment of the present invention;

FIG. 3 shows a schematic diagram of the driving force transmission path of the single-motor multi-mode hybrid power system in the engine direct drive mode according to the first embodiment of the present invention;

4 shows a schematic diagram of another driving force transmission path of the single-motor multi-mode hybrid power system in the engine direct drive mode according to the first embodiment of the present invention;

FIG. 5 shows a schematic diagram of the driving force transmission path of the single-motor multi-mode hybrid power system in the parallel mode according to the first embodiment of the present invention;

FIG. 6 shows a schematic diagram of the driving force transmission path of the single-motor multi-mode hybrid power system in the power split mode according to the first embodiment of the present invention.

Detailed ways

Exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be embodied in various forms and should not be limited by the embodiments set forth herein. Rather, these embodiments are provided so that the present disclosure will be more thoroughly understood, and will fully convey the scope of the present disclosure to those skilled in the art.

Example 1:

Referring to FIG. 1 , the single-motor multi-mode hybrid power system includes a power source device 100 , a transmission device 200 and a differential 15 . The power source device 100 includes an engine 23 , an electric motor 1 , a brake 2 (indicated as B1 in the drawing), a planetary gear mechanism, and a clutch 3 (indicated as C1 in the drawing). The engine 23 has a first drive shaft 24 for outputting a first driving force. The motor 1 has a second driving shaft 25 for outputting a second driving force. The second driving shaft 25 is sleeved on the first driving shaft 24 and is rotatable relative to the first driving shaft 24 . The brake 2 is connected to the second drive shaft 25 for selectively cutting off the power output of the second drive shaft 25 . The planetary gear mechanism has a first input end connected to the first drive shaft 24 , a second input end connected to the second drive shaft 25 and an output end. The output end of the planetary gear mechanism simultaneously serves as the output end of the power source device 100 . The clutch 3 is connected to the second drive shaft 25 for controlling the engagement and disengagement of the second input end of the planetary gear mechanism and the output end of the planetary gear mechanism. In addition, the number of the engine 23 , the electric motor 1 , the brake 2 , the planetary gear mechanism, and the clutch 3 is one. Wherein, the motor 1 may be, for example, a P1 motor. The clutch 3 specifically adopts a dog clutch or a dry clutch.

The planetary gear mechanism includes a plurality of planetary gears 22 , a planetary carrier 4 , a sun gear 5 and a ring gear 6 . Each of the planetary gears 22 is connected to the planet carrier 4 , and each of the planetary gears 22 is connected to the ring gear 6 . The planet carrier 4 is connected with the first drive shaft 24, and the planet carrier 4 serves as the first input end of the planetary gear mechanism. The sun gear 5 is arranged on the second drive shaft 25, is arranged concentrically with the ring gear 6, and meshes with the plurality of planetary gears 22, and the sun gear 5 serves as the second input end of the planetary gear mechanism. The ring gear 6 serves as the output end of the planetary gear mechanism.

The speed change device 200 includes an input shaft 10, an output shaft 16, a first gear pair, a second gear pair, a third gear pair, a reverse gear 21, an idler shaft 8, an idler gear 7, a first gear synchronizer 20, a second gear Gear synchronizer 17 and output shaft gear 14. The input shaft 10, the output shaft 16 and the idler shaft 8 are arranged spaced apart and in parallel. The input shaft 10 is connected to the ring gear 6 , and the output shaft 16 is connected to the input end of the differential 15 . The first-speed gear pair includes a first-speed driving gear 9 and a first-speed driven gear 19 meshing with the first-speed driving gear 9 . The first-speed driving gear 9 is arranged on the input shaft 10 , and the first-speed driven gear 19 is arranged on the output shaft 16 . The first-speed synchronizer 20 is used to selectively control the first-speed driven gear 19 to be combined with the output shaft 16 , so as to transmit the driving force input from the power source device 100 to the differential 15 through the output shaft gear 14 .

The second-speed gear pair includes a second-speed driving gear 11 and a second-speed driven gear 18 meshing with the second-speed driving gear 11 . The second-speed driving gear 11 is arranged on the input shaft 10 , and the second-speed driven gear 18 is arranged on the output shaft 16 . The second-speed synchronizer 17 is used to selectively control the second-speed driven gear 18 to be combined with the output shaft 16 , so as to transmit the driving force input from the power source device 100 to the differential gear 15 .

The third-speed gear pair includes a third-speed driving gear 12 and a third-speed driven gear 13 meshing with the third-speed driving gear 12 . The third-speed driving gear 12 is arranged on the input shaft 10 , and the third-speed driven gear 13 is arranged on the output shaft 16 . The second-speed synchronizer 17 is disposed between the second-speed driven gear 18 and the third-speed driven gear 13 , and is also used to selectively control the third-speed driven gear 13 to be combined with the output shaft 16 , thereby connecting the input power of the power source device 100 to the output shaft 16 . The driving force is transmitted to the differential 15 .

The reverse gear 21 is arranged on the output shaft 16 and is close to the first-speed driven gear 19 , and the idler gear 7 is arranged on the idler shaft 8 and meshes with the reverse gear 21 and the first-speed driving gear 9 at the same time.

The first-speed driving gear 9 , the second-speed driving gear 11 and the third-speed driving gear 12 are sequentially arranged on the input shaft 10 from the direction close to the power source device 100 to the direction close to the differential gear 15 . The reverse gear 21 , the first-speed synchronizer 20 , the first-speed driven gear 19 , the second-speed driven gear 18 , the second-speed synchronizer 17 and the third-speed driven gear 13 are from near the power source device 100 to near the differential 15 The directions are arranged sequentially on the output shaft 16 .

The single-motor multi-mode hybrid system can realize the following driving modes: pure electric mode, engine direct drive mode, parallel mode and power split mode. It can be flexibly switched between different driving modes according to the actual working conditions of the vehicle. This pure electric mode is driven by the electric motor 1 only. In the pure electric mode, the electric motor 1 is in a working state, the engine 23 is in a stopped working state, the clutch 3 is in an engaged state, and the brake 2 is in a disengaged state. This engine direct drive mode is driven only by the engine 23 . In the engine direct drive mode, the engine 23 is in the working state, the motor 1 is in the stopped working state, the clutch 3 is in the engaged state, and the brake 2 is in the disengaged state; or the engine 23 is in the working state, the electric motor 1 is in the stopped working state, and the clutch 3 is in the disengaged state. state, the brake 2 is in the engaged state. This parallel mode is coupled and driven by the engine 23 and the electric motor 1 . In the parallel mode, the engine 23 is in the working state, the electric motor 1 is in the working state, the clutch 3 is in the engaged state, and the brake 2 is in the disengaged state. In this power split mode, the engine 23 splits the first driving force to the ring gear 6 and the electric motor 1 . In the power split mode, the engine 23 is in the working state, the electric motor 1 is in the working state, the clutch 3 is in the disengaging state, and the brake 2 is in the disengaging state.

The motor 1 is directly connected to the sun gear 5, and the power of the motor 1 is directly output to the ring gear 6 when the clutch 3 is engaged and the brake 2 is disconnected. The ring gear 6 is connected to the input shaft 10, the planet carrier 4 is connected to the engine 23, and the input shaft is connected. 10. The power is output externally through the gear gear and the synchronizer, which can realize the three-speed drive of different mode combinations (pure electric mode/engine direct drive mode/parallel mode). The sun gear 5 is connected to the brake 2. When the clutch 3 is disengaged and the brake 2 is engaged, the first driving force of the engine 23 is input through the planet carrier 4, and the ring gear 6 is output. The input shaft 10 connected to the ring gear 6 passes through the gear and The synchronizer transmits the power to realize the three gears of the direct drive of the engine 23 . When the clutch 3 is disengaged and the brake 2 is disengaged, the engine 23 outputs the ring gear 6 and the electric motor 1 through the power split of the planetary mechanism, thereby realizing three gear modes of power split. Compared with the current CHS2800, this structure can realize the same hybrid and parallel functions, and can also realize driving power generation by using power splitting. At the same time, it supplements the dynamic performance requirements of this structure. The proposed solution uses a lower-cost structure to achieve full-function coverage and higher transmission efficiency.

The following takes the first gear as an example to illustrate the power transmission path under different driving modes:

Referring to FIG. 2, in the pure electric mode: the motor 1 is in working state, the engine 23 is in a non-working state, the clutch 3 is in an engaged state, the brake 2 is in a disengaged state, the first-speed synchronizer 20 is combined with the first-speed driven gear 19, and the second-speed Synchronizer 17 is disengaged. At this time, the transmission path of the second driving force output by the electric motor 1 is shown by the arrow in FIG. 2 , the second driving force is transmitted to the input shaft 10 via the sun gear 5, the clutch 3 and the ring gear 6, and then via the first gear driving gear 9, The first-speed synchronizer 20 , the first-speed driven gear 19 and the output shaft 16 are transmitted to the differential 15 .

The engine direct drive mode is divided into two types: one is, referring to Fig. 3, the engine 23 is in the working state, the motor 1 is in the stopped working state, the clutch 3 is in the engaged state, the brake 2 is in the disengaged state, and the first gear synchronizer 20 is combined with the first gear The driven gear 19 and the second-speed synchronizer 17 are disengaged. At this time, the transmission path of the first driving force output by the engine 23 is shown by the arrow in FIG. 3 , and part of the first driving force is transmitted to the input shaft 10 via the planet carrier 4 , the planetary gear 22 and the ring gear 6 , and then via the first gear driving gear 9. The first-speed synchronizer 20 , the first-speed driven gear 19 and the output shaft 16 are transmitted to the differential 15 , and the other part is returned to the motor 1 via the sun gear 5 , thereby charging the motor 1 .

The other is, referring to FIG. 4 , the engine 23 is in a working state, the motor 1 is in a stopped working state, the clutch 3 is in a disengaged state, the brake 2 is in a combined state, the first-speed synchronizer 20 is combined with the first-speed driven gear 19, and the second-speed synchronization 17 is disengaged. At this time, the transmission path of the first driving force output by the engine 23 is shown by the arrow in FIG. , the first gear synchronizer 20 , the first gear driven gear 19 and the output shaft 16 are transmitted to the differential 15 .

Referring to FIG. 5, in the parallel mode: the engine 23 is in operation, the motor 1 is in operation, the clutch 3 is in an engaged state, the brake 2 is in a disengaged state, the first-speed synchronizer 20 is combined with the first-speed driven gear 19, and the second-speed synchronizer 17 to disengage. At this time, the driving force of the engine 23 and the electric motor 1 is coupled, and the output driving force transmission path is shown in FIG. 5 . The coupled driving force is transmitted to the input shaft 10 through the planetary gear mechanism, and then passes through the first gear driving gear 9 and the first gear. The synchronizer 20 , the first-speed driven gear 19 and the output shaft 16 are transmitted to the differential 15 , and at the same time, the driving force is returned to the electric motor 1 via the sun gear 5 , thereby charging the electric motor 1 .

Referring to Figure 6, in the power split mode, the engine 23 is in a working state, the motor 1 is in a working state, the clutch 3 is in a disengaged state, the brake 2 is in a disengaged state, the first-speed synchronizer 20 is combined with the first-speed driven gear 19, and the second-speed synchronization 17 is disengaged. At this time, the transmission path of the first driving force output by the engine 23 is shown by the arrow in FIG. 6 , and part of the first driving force is transmitted to the input shaft 10 via the planet carrier 4 , the planetary gear 22 and the ring gear 6 , and then via the first gear driving gear 9. The first gear synchronizer 20 , the first gear driven gear 19 and the output shaft 16 are transmitted to the differential 15 , and the other part is shunted to the motor 1 via the sun gear 5 .

The working principles of the power transmission paths of the second and third gears are the same as those of the first gear, and will not be repeated below.

In the aforementioned different driving modes, the engine 23 and the electric motor 1 can be coupled by engaging the clutch 3 and disengaging the brake 2 to realize power coupling. In any gear, the clutch 3 is engaged, the brake 2 is disengaged, and the motor 1 is charged through the engine 23, including the parking charging function. The clutch 3 can also be disengaged, and the power split control can be performed as a power split mode. The brake 2 is engaged, the clutch 3 is disengaged, and the engine 23 can be directly driven. The electric motor 1 performs energy recovery under conditions such as braking.

The single-motor multi-mode hybrid power system may further include a controller (not shown in the figure), the controller is used to control the vehicle to select the third gear preferentially when starting, and adjust the speed change according to the vehicle speed and the required torque after the vehicle runs normally. The operating point of the lower gear in the device 200 . In addition, the controller is also used to control to preferentially use the electric motor 1 as a power source when shifting gears.

According to the solution of the embodiment of the present invention, the engine 23 is connected to the first input end of the planetary gear mechanism, the motor 1 is connected to the second input end of the planetary gear mechanism, and the external output of the power source device 100 is output through the output end of the planetary gear mechanism. , the power source device 100 has a simple structure and low cost.

Further, since the number of the engine 23, the motor 1, the brake 2, the planetary gear mechanism and the clutch 3 are all one, the number of the planetary gear mechanism, the brake 2, the clutch 3 and the motor 1 is less than that of the CHS2800 in the prior art. The number of corresponding components in the box, on the one hand, not only can achieve the same multi-mode switching effect of the CHS2800 gearbox under the same attribute design parameters, but also has stronger power than the CHS2800 gearbox, and at the same time brings about an improvement in efficiency and lower fuel consumption. reduce. Among them, the reduction of fuel consumption is mainly reflected in the extra clutch 3, brake 2, etc., and the drag loss caused by it is reflected in the fuel consumption. However, if the corresponding components are missing in the present application, the natural fuel consumption will be greatly reduced, and the corresponding In addition, manufacturing costs and operating costs have also dropped significantly. In addition, due to the use of a single motor, a single planetary gear mechanism, a single clutch 3, etc., the overall structure of the single motor multi-mode hybrid power system is small in volume and greatly reduced in weight, and the structure only needs to change the differential 15. The arrangement position can satisfy the transmission of horizontal and vertical structure at the same time, and it is suitable for a wider range of models.

Further, in the present application, the first driving force of the engine 23 can be directly transmitted through the planet carrier 4 and the ring gear 6, and there are no multi-stage transmissions such as multiple planet carriers 4 and gears in the middle, and the transmission path is short and meshing. The gears are reduced, and the transmission efficiency is significantly improved, especially when the clutch 3 or the brake 2 is combined, the drive is more efficient, only the drag loss of the brake 2 or the clutch 3, the gear out-engagement and the differential loss.

Further, due to the pure electric mode, the engine direct drive mode, the parallel mode and the power split mode, the switching of various modes can be realized, the economy is better, and the flexible regulation of the operating points of the engine 23 and the electric motor 1 can be realized. .

Further, by making the transmission device 200 adopt multiple gears, control of multiple gears in different modes can be realized, and the number of gears can be set as required, and the more gears, the smoother the shifting. When the transmission device 200 adopts three gears, it can not only ensure a certain smoothness of shifting, but also meet the requirements of power performance and economy, and can be matched with a wide range of models.

Further, since the high gear is preferentially used when the vehicle starts, the operating point of the low gear in the transmission device 200 is regulated according to the vehicle speed and the required torque after the vehicle runs normally, so that the vehicle can quickly enter a high speed state after a short stop, and In the later stage, the gear is shifted to a low gear state according to the situation to improve the driving experience of the driver. In addition, when shifting gears, the electric motor 1 is preferentially used as the power source. Due to the advantages of the electric motor 1 itself, the shifting shock of the vehicle can be greatly optimized.

Further, due to the participation of the electric motor 1, the system can realize the continuously variable speed change function in each gear at an appropriate vehicle speed, that is, the first gear, the second gear and the third gear are all equipped with the continuously variable speed change function.

Embodiment 2:

The difference between the second embodiment and the first embodiment is that the first-speed synchronizer and the second-speed synchronizer in the first embodiment are replaced with dog clutches.

Embodiment three:

The difference between the third embodiment and the first embodiment is that the brake in the first embodiment is replaced with a one-way clutch, a multi-mode clutch, a dog clutch or a dry clutch.

Embodiment 4:

The difference between the fourth embodiment and the first embodiment is that the number of gears of the transmission device in the first embodiment is replaced from the third gear to the second gear, or is greater than or equal to the fourth gear.

Embodiment 5:

The difference between the fifth embodiment and the first embodiment is that the motor can be connected to the sun gear by means of transmission such as splines, gears or joint belts.

Embodiment 6:

The difference between the sixth embodiment and the first embodiment is that the connection scheme of the two ends of the clutch can be any combination of the sun gear, the planet carrier and the ring gear, which is different from the first embodiment.

By now, those skilled in the art will recognize that, although exemplary embodiments of the present invention have been illustrated and described in detail herein, it is still possible to directly follow the present disclosure without departing from the spirit and scope of the present invention. Numerous other variations or modifications can be identified or derived consistent with the principles of the present invention. Accordingly, the scope of the present invention should be understood and deemed to cover all such other variations or modifications.

Claims

A single-motor multi-mode hybrid power system includes a power source device, a speed change device and a differential, the speed change device is connected between an input end of the differential device and an output end of the power source device; the The power source device includes:

an engine, having a first drive shaft for outputting a first driving force;

a motor with a second drive shaft for outputting a second driving force, the second drive shaft is sleeved on the first drive shaft and is rotatable relative to the first drive shaft;

a brake, connected to the second drive shaft, for selectively cutting off the power output of the second drive shaft;

The planetary gear mechanism has a first input end connected with the first drive shaft, a second input end connected with the second drive shaft and an output end, and the output end of the planetary gear mechanism simultaneously serves as the power the output of the source device; and

A clutch, connected to the second drive shaft, is used for controlling the engagement and disengagement of the second input end of the planetary gear mechanism and the output end of the planetary gear mechanism.
The single-motor multi-mode hybrid power system according to claim 1, wherein the number of the engine, the electric motor, the brake, the planetary gear mechanism and the clutch is all one.
The single-motor multi-mode hybrid power system according to claim 2, wherein the planetary gear mechanism comprises a plurality of planetary gears, a planetary carrier, a sun gear and a ring gear;

Each of the plurality of planetary gears is connected with the planet carrier, and each of the planetary gears is connected with the ring gear;

the planet carrier is connected to the first drive shaft, and the planet carrier serves as the first input end of the planetary gear mechanism;

The sun gear is arranged on the second drive shaft, is arranged concentrically with the ring gear, and meshes with a plurality of the planetary gears, and the sun gear serves as the second input of the planetary gear mechanism end;

The ring gear serves as the output end of the planetary gear mechanism.
The single-motor multi-mode hybrid power system according to any one of claims 1-3, wherein the transmission device comprises an input shaft, an output shaft, a plurality of gear pairs, and a plurality of gear synchronizers, the an input shaft is connected to the output end of the power source device, and the output shaft is connected to the input end of the differential;

Each gear pair includes a gear driving gear and a gear driven gear meshing with the gear driving gear, the gear driving gear is arranged on the input shaft, and the gear driven gear is arranged on the on the output shaft;

The gear synchronizer is used to control the gear driven gear to be combined with the output shaft, so as to transmit the driving force via the gear pair to the differential.
The single-motor multi-mode hybrid power system according to claim 4, wherein the gear pair at least includes a first gear pair and a second gear pair, and the gear synchronizer includes a first gear synchronizer and a second gear synchronizer device;

The gear driving gear of the first gear pair is a first gear driving gear, the gear driven gear of the first gear pair is a first driven gear, and the first gear synchronizer is used to selectively control the first gear. The gear driven gear is combined with the output shaft;

The gear driving gear of the second gear pair is the second driving gear, the gear driven gear of the second gear pair is the second driven gear, and the second gear synchronizer is used to selectively control the second gear. A gear driven gear is combined with the output shaft.
The single-motor multi-mode hybrid power system according to claim 5, wherein the gear pair further comprises a third gear pair, the gear driving gear of the third gear pair is a third gear driving gear, and the third gear pair is The gear driven gear of the gear pair is the third gear driven gear;

The second-speed synchronizer is arranged on the output shaft, and is located between the second-speed driven gear and the third-speed driven gear, and is also used to selectively control the third-speed driven gear and the third-speed driven gear. combined with the output shaft.
The single-motor multi-mode hybrid power system according to claim 5 or 6, wherein the transmission device further comprises:

a reverse gear, arranged on the output shaft;

an idler shaft spaced and parallel to the input shaft;

The idler gear is arranged on the idler shaft and meshes with the reverse gear and the first gear at the same time.
The single-motor multi-mode hybrid power system according to any one of claims 1-3, 5 and 6, wherein the driving mode of the hybrid power system includes at least one of the following:

pure electric mode, driven only by the electric motor;

Engine direct drive mode, powered only by the engine;

parallel mode, coupled and driven by the engine and the electric motor;

In the power split mode, the engine splits the first driving force to the output end of the power source device and the electric motor.
The single-motor multi-mode hybrid power system according to claim 8, wherein, in the pure electric mode, the electric motor is in a working state, the engine is in a stopped working state, the clutch is in an engaged state, and the brake is in an engaged state. in a state of separation;

In the engine direct drive mode, the engine is in a working state, the electric motor is in a stopped working state, the clutch is in an engaged state, and the brake is in a disengaged state; or the engine is in a working state, and the electric motor is in a Stop working, the clutch is in a disengaged state, and the brake is in a combined state;

In the parallel mode, the engine is in a working state, the electric motor is in a working state, the clutch is in an engaged state, and the brake is in a disengaged state;

In the power split mode, the engine is in an operating state, the electric motor is in an operating state, the clutch is in a disengaged state, and the brake is in a disengaged state.
The single-motor multi-mode hybrid power system according to any one of claims 1-3, 5, 6 and 9, further comprising:

The controller is configured to control the vehicle to preferentially select the high gear in the transmission device when starting, and regulate the working point of the low gear in the transmission device according to the vehicle speed and the required torque after the vehicle runs normally.
The single-motor multi-mode hybrid system of claim 10, wherein the controller is configured to control preferential use of the electric motor as a power source when shifting gears.
A hybrid vehicle comprising the single-motor multi-mode hybrid system of any one of claims 1-11.