WO2022206147A1 - 混合动力系统及其控制方法、混合动力车 - Google Patents

混合动力系统及其控制方法、混合动力车 Download PDF

Info

Publication number
WO2022206147A1
WO2022206147A1 PCT/CN2022/073557 CN2022073557W WO2022206147A1 WO 2022206147 A1 WO2022206147 A1 WO 2022206147A1 CN 2022073557 W CN2022073557 W CN 2022073557W WO 2022206147 A1 WO2022206147 A1 WO 2022206147A1
Authority
WO
WIPO (PCT)
Prior art keywords
transmission shaft
gear
gear train
motor
power system
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2022/073557
Other languages
English (en)
French (fr)
Inventor
张恒先
周之光
李亚南
黄东
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.)
Chery Automobile Co Ltd
Original Assignee
Chery Automobile Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Chery Automobile Co Ltd filed Critical Chery Automobile Co Ltd
Publication of WO2022206147A1 publication Critical patent/WO2022206147A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Images

Classifications

    • 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
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—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 apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • 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
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/24—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 apparatus, components or means specially adapted for HEVs characterised by the 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
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—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 apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • 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
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • 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 disclosure relates to the technical field of automobiles, and in particular, to a hybrid power system and a control method thereof, and a hybrid power vehicle.
  • Embodiments of the present disclosure provide a hybrid power system, a control method thereof, and a hybrid vehicle, which can simplify the structure of the hybrid power system while realizing multi-speed driving.
  • the technical solution is as follows:
  • an embodiment of the present disclosure provides a hybrid power system, the hybrid power system includes a first transmission shaft, a second transmission shaft, a main shaft, three gear trains, and a switching mechanism;
  • the first transmission shaft and the second transmission shaft are coaxially spaced apart;
  • the main shaft and the first transmission shaft are arranged in parallel and spaced apart for drivingly connecting with the wheel;
  • the three gear trains are arranged at intervals along the axial direction of the first transmission shaft, and the respective input gears are sequentially rotatably sleeved outside the first transmission shaft, the first transmission shaft and the first transmission shaft. Outside the second transmission shaft and the second transmission shaft, the respective output gears are sequentially sleeved outside the main shaft;
  • the switching mechanism is used for selectively connecting at most one input gear sleeved outside the first transmission shaft with the first transmission shaft, and connecting at most one input gear sleeved outside the second transmission shaft with the first transmission shaft.
  • the second transmission shaft is drive-connected.
  • the first transmission shaft and the second transmission shaft can be used to input power respectively, and the first gear in the three gear trains Put the input gear of the second gear train on the outside of the first drive shaft, put the input gear of the second gear train on the outside of the second drive shaft, put the input gear of the third gear train on the outside of the first drive shaft and the second drive shaft , the output gears of the three gear trains are all sleeved outside the main shaft.
  • the switching of the switching mechanism at most one input gear sleeved outside the first transmission shaft is connected to the first transmission shaft, and the output gear sleeved outside the second transmission shaft is connected to the first transmission shaft.
  • At most one input gear is drive-connected with the second transmission shaft to combine various states, so that various gear positions can be formed, only three gear trains need to be provided, and the structure is simpler.
  • the three gear trains include a first gear train, a third gear train and a second gear train arranged in sequence along the axial direction of the first transmission shaft, and the switching mechanism includes a first synchronizer and the second synchronizer;
  • the first synchronizer is sleeved on the first transmission shaft, and is located between the input gear of the first gear train and the input gear of the third gear train;
  • the second synchronizer is sleeved on the second transmission shaft and is located between the input gear of the second gear train and the input gear of the third gear train.
  • one end of the second transmission shaft close to the first transmission shaft is provided with a connecting cylinder
  • the connecting cylinder is coaxial with the second transmission shaft
  • the first transmission shaft is close to the second transmission shaft
  • One end of the shaft is located in the connecting cylinder and is in clearance fit with the connecting cylinder
  • the input gear of the third gear train is rotatably sleeved outside the connecting cylinder.
  • the transmission ratios of the three gear trains are different.
  • the hybrid power system further includes an engine and a first motor, the engine is connected to the first transmission shaft, and the first motor is connected to the second transmission shaft.
  • the hybrid power system further includes a second electric motor, and the second electric motor is in driving connection with the first transmission shaft.
  • the hybrid power system further includes a battery pack and two inverters, both of which are connected to the battery pack, one of which is connected to the first motor, and the other that is connected to all the inverters. connected to the second motor.
  • the hybrid power system further includes a fourth gear train, the input gear of the fourth gear train is connected to the output shaft of the second motor, and the output gear of the fourth gear train is sleeved on the first gear. a drive shaft.
  • an embodiment of the present disclosure also provides a hybrid vehicle including the hybrid system as described in the previous aspect.
  • the embodiments of the present disclosure also provide a control method for a hybrid power system, which is used to control the aforementioned hybrid power system.
  • the method includes:
  • Embodiments of the present disclosure provide a hybrid power system, which includes: an engine, a first motor, a first transmission shaft and a second transmission shaft, a main shaft, a first gear train, a second gear train, a third gear train a gear train, a first synchronizer and a second synchronizer; the first end of the first transmission shaft is movably connected with the first end of the second transmission shaft in the circumferential direction of the first transmission shaft, the engine
  • the output shaft of the motor is in driving connection with the second end of the first transmission shaft, and the output shaft of the first motor is in transmission connection with the second end of the second transmission shaft;
  • the first transmission shaft and the second transmission shaft Parallel to the main shaft, the input gear of the first gear train is coaxially movably sleeved outside the first transmission shaft, the output gear of the first gear train is coaxially fixed outside the main shaft, and the first gear train is coaxially and fixedly sleeved outside the main shaft.
  • the input gear of the second gear train is coaxially movably sleeved outside the second transmission shaft, the output gear of the second gear train is coaxially fixed and sleeved outside the main shaft, and the input gear of the third gear train is coaxially movable is sleeved outside the first end of the first transmission shaft, the output gear of the third gear train is coaxially and fixedly sleeved outside the main shaft, the main shaft is drivingly connected with the wheel, and the transmission ratio of the first gear train is ,
  • the transmission ratio of the second gear train is different from that of the third gear train; the first synchronizer is mounted on the first transmission shaft, and is located between the input gear of the first gear train and the third gear train.
  • the first synchronizer can be selectively connected to the input gear of the first gear train or the input gear of the third gear train; the second synchronizer is installed on the first gear train. on two transmission shafts and located between the input gear of the second gear train and the input gear of the third gear train, the second synchronizer can be selectively connected with the input gear of the second gear train or the input gear of the third gear train Input gear drive connection of three gear trains.
  • the first end of the second transmission shaft is provided with a connecting cylinder
  • the connecting cylinder is coaxial with the second transmission shaft
  • the first end of the first transmission shaft is provided with a connecting cylinder.
  • the end is coaxially movably inserted into the connecting cylinder
  • the input gear of the third gear train is coaxially movably sleeved outside the connecting cylinder.
  • the hybrid power system further includes a second electric motor, and an output shaft of the second electric motor is drivingly connected to the first transmission shaft.
  • the hybrid power system further includes a power supply assembly for supplying power to the first motor and the second motor, the power supply assembly including: a battery pack and two an inverter, one of the two inverters is connected between the battery pack and the first motor, and the other of the two inverters is connected between the battery pack and the first motor between the two motors.
  • the hybrid power system further includes a fourth gear train, an input gear of the fourth gear train is coaxially connected to an output shaft of the second motor, and the first gear train is coaxially connected to the output shaft of the second motor.
  • the output gears of the four gear trains are coaxially and fixedly sleeved outside the first transmission shaft.
  • An embodiment of the present disclosure provides a control method for a hybrid power system, which is applicable to the aforementioned hybrid power system.
  • the control method includes: determining a power mode; controlling the engine and the first motor according to the power mode and the working state of the second motor, and the connection state of the first synchronizer and the second synchronizer.
  • the control method when the power mode is a pure electric mode, includes: controlling the engine and the second motor to not work, controlling the first synchronizer and the The input gear of the first gear train and the input gear of the third gear train are not connected, the first motor is controlled to work, and the second synchronizer and the input gear of the second gear train or the input gear of the second gear train are controlled.
  • the input gear of the third gear train is connected.
  • the control method when the power mode is a pure engine mode, includes: controlling the engine to work, controlling the second motor to not work, and controlling the first synchronizer and the The input gear of the first gear train or the input gear of the third gear train is connected, the first motor is controlled to not work, the second synchronizer is controlled to be connected with the input gear of the second gear train and the None of the input gears of the third gear train are connected.
  • the control method when the power mode is a hybrid drive mode, includes: controlling the engine to drive the second motor to generate electricity; The input gear of the first gear train and the input gear of the third gear train are not connected, control the first motor to work, control the second synchronizer and the input gear of the second gear train or the input gear of the second gear train
  • the input gear of the third gear train is connected; the operation of the engine and the second motor is controlled, and the first synchronizer is controlled to be connected with the input gear of the first gear train or the input gear of the third gear train, Control the first motor to work, control the second synchronizer to connect with the input gear of the second gear train or the input gear of the third gear train; control the engine and the second motor to work, control
  • the first synchronizer is connected to the input gear of the first gear train or the input gear of the third gear train, the first motor is controlled to not work, and the second synchronizer and the second gear are controlled Neither the input gear of the third gear train nor the input gear of the third gear
  • the control method when the power mode is an energy recovery mode, includes: controlling the engine and the second motor to not work, controlling the first synchronizer It is not connected with the input gear of the first gear train and the input gear of the third gear train, and controls the second synchronizer with the input gear of the second gear train or the input of the third gear train The gears are connected so that the first motor generates electricity.
  • the engine is drive-connected with the first drive shaft
  • the second motor is drive-connected with the second drive shaft. Since the first drive shaft and the second drive shaft are circumferentially movable, so The power output by the engine and the power output by the first motor will not interfere with each other; at the same time, a first gear train, a second gear train and a third gear train are arranged side by side between the first transmission shaft, the second transmission shaft and the main shaft ; Wherein, the first gear train is arranged between the first transmission shaft and the main shaft, the second gear train is arranged between the second transmission shaft and the main shaft, and the input gear of the third gear train is arranged at the first end of the first transmission shaft , that is, the input gear of the second gear train is arranged at the junction of the first drive shaft and the second drive shaft, and the output gear of the second gear train is drivingly connected with the main shaft; since the third gear train is arranged on the first drive shaft and At the junction of the second drive shaft,
  • FIG. 1 is a schematic structural diagram of a hybrid power system provided by an embodiment of the present disclosure
  • FIG. 2 is a schematic diagram of energy transfer of a hybrid power system provided in an embodiment of the present disclosure in a pure electric mode
  • FIG. 3 is a schematic diagram of energy transfer of a hybrid power system provided in an embodiment of the present disclosure in a pure electric mode
  • FIG. 4 is a schematic diagram of energy transfer of a hybrid power system provided in an embodiment of the present disclosure in a pure electric mode
  • FIG. 5 is a schematic diagram of energy transfer of a hybrid power system provided in an embodiment of the present disclosure in a hybrid drive mode
  • FIG. 6 is a schematic diagram of energy transfer of a hybrid power system provided in an embodiment of the present disclosure in a hybrid drive mode
  • FIG. 7 is a schematic diagram of energy transfer of a hybrid power system provided in an embodiment of the present disclosure in a hybrid drive mode
  • FIG. 8 is a schematic diagram of energy transfer of a hybrid power system provided by an embodiment of the present disclosure in a hybrid drive mode
  • FIG. 9 is a schematic diagram of energy transfer of a hybrid power system provided in an embodiment of the present disclosure in a hybrid drive mode
  • FIG. 10 is a schematic diagram of energy transfer of a hybrid power system provided in an embodiment of the present disclosure in a hybrid drive mode
  • FIG. 11 is a schematic diagram of energy transfer of a hybrid power system provided in an embodiment of the present disclosure in a hybrid drive mode
  • FIG. 12 is a schematic diagram of energy transfer of a hybrid power system provided in an embodiment of the present disclosure in a hybrid drive mode
  • FIG. 13 is a schematic diagram of energy transfer of a hybrid power system in an energy recovery mode provided by an embodiment of the present disclosure
  • FIG. 14 is a schematic diagram of energy transfer in an energy recovery mode of a hybrid power system provided by an embodiment of the present disclosure.
  • Words like "connected” or “connected” are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. “Up”, “Down”, “Left”, “Right”, “Top”, “Bottom”, etc. are only used to indicate relative positional relationship. When the absolute position of the described object changes, the relative positional relationship may also be Change accordingly.
  • a hybrid power system usually includes a synchronizer and four gear trains to achieve a variety of different gears.
  • two gear trains in the four gear trains are used for the engine, and the power connection between the engine and the two gear trains is switched through a synchronizer, so that the engine can be switched to different gears; the other gear trains among the four gear trains
  • the two gear trains are used to power the motor, and the power connection between the motor and the two gear trains is switched through a synchronizer, so that the motor can be switched to different gears.
  • gear trains used in the hybrid power system so that the structure of the hybrid power system is complicated and the manufacturing cost is too high.
  • FIG. 1 is a schematic structural diagram of a hybrid power system provided by an embodiment of the present disclosure.
  • the hybrid power system includes a first transmission shaft 31 , a second transmission shaft 32 , a main shaft 4 , three gear trains and a switching mechanism 60 .
  • the first transmission shaft 31 and the second transmission shaft 32 are arranged coaxially and spaced apart.
  • the main shaft 4 and the first transmission shaft 31 are arranged in parallel and spaced apart, and the main shaft 4 is used for drivingly connecting with the wheels.
  • the three gear trains are arranged at intervals along the axial direction of the first transmission shaft 31, and the respective input gears are rotatably sleeved on the outside of the first transmission shaft 31, the first transmission shaft 31 and the second transmission shaft 32, and the first transmission shaft 31 and the second transmission shaft 32. Outside the two transmission shafts 32 , the respective output gears are sequentially sleeved outside the main shaft 4 .
  • the switching mechanism 60 is used for selectively connecting at most one input gear sleeved outside the first transmission shaft 31 with the first transmission shaft 31, and connecting at most one input gear sleeved outside the second transmission shaft 32 with the second transmission shaft 32 drive connections.
  • the first transmission shaft and the second transmission shaft can be used for input power, respectively, and the input gear of the first gear system of the three gear trains is connected Sleeve outside the first drive shaft, put the input gear of the second gear train outside the second drive shaft, put the input gear of the third gear train outside the first drive shaft and the second drive shaft, three gears
  • the output gears of the system are all sleeved outside the main shaft.
  • the gear ratios of the three gear trains are not the same. By setting different transmission ratios, the main shaft 4 can have different rotational speeds when the power is transmitted to the main shaft 4 through different gear trains.
  • the three gear trains include a first gear train 51 , a third gear train 53 and a second gear train 52 arranged in sequence along the axial direction of the first transmission shaft 31 .
  • the switching mechanism 60 includes a first synchronizer 61 and a second synchronizer 62 .
  • the first synchronizer 61 is sleeved on the first transmission shaft 31 and is located between the input gear of the first gear train 51 and the input gear of the third gear train 53 .
  • the second synchronizer 62 is sleeved on the second transmission shaft 32 and is located between the input gear of the second gear train 52 and the input gear of the third gear train 53 .
  • the first synchronizer 61 can connect at most one input gear of the first gear train 51 and the third gear train 53 to the first transmission shaft 31 by switching, and the second synchronizer 62 can connect the second gear train 52 and the second gear train 52 by switching. At most one input gear of the third gear train 53 is connected to the second drive shaft 32 . That is, by adjusting the state of the two synchronizers, different gears can be achieved.
  • the hybrid power system further includes an engine 1 and a first electric motor 21 , the engine 1 is connected with the first transmission shaft 31 , and the first electric motor 21 is connected with the second transmission shaft 32 , so as to input the input through the first transmission shaft 31 and the second transmission shaft 32 power.
  • the hybrid power system includes: an engine 1, a first motor 21, a first transmission shaft 31 and a second transmission shaft 32, a main shaft 4, a first gear train 51, a second gear train 52, and a third gear The system 53 , the first synchronizer 61 and the second synchronizer 62 .
  • the first end of the first transmission shaft 31 and the first end of the second transmission shaft 32 are movably connected in the circumferential direction of the first transmission shaft 31 , and the output shaft of the engine 1 is connected with the first end of the first transmission shaft 31 .
  • the two ends are in a transmission connection, and the output shaft of the first motor 21 is in transmission connection with the second end of the second transmission shaft 32 .
  • the first transmission shaft 31 and the second transmission shaft 32 are parallel to the main shaft 4 , the input gear of the first gear train 51 is coaxially sleeved outside the first transmission shaft 31 , and the output gear of the first gear train 51
  • the coaxial fixed sleeve is outside the main shaft 4
  • the input gear of the second gear train 52 is coaxially movably sleeved outside the second transmission shaft 32
  • the output gear of the second gear train 52 is coaxially fixed outside the main shaft 4
  • the third gear train is sleeved coaxially outside the main shaft 4.
  • the input gear of 53 is coaxially sleeved outside the first end of the first transmission shaft 31, and the output gear of the third gear train 53 is coaxially and fixedly sleeved outside the main shaft 4.
  • the main shaft 4 is connected to the wheel drive, and the transmission of the first gear train
  • the gear ratio, the gear ratio of the second gear train and the gear ratio of the third gear train are all different.
  • the first synchronizer 61 is mounted on the first transmission shaft 31 and is located between the input gear of the first gear train 51 and the input gear of the third gear train 53, and the first synchronizer 61 can be selectively connected with the first gear The input gear of train 51 or the input gear of third gear train 53 is drivingly connected.
  • the second synchronizer 62 is installed on the second transmission shaft 32 and is located between the input gear of the second gear train 52 and the input gear of the third gear train 53, and the second synchronizer 62 can be selectively connected with the second gear The input gear of train 52 or the input gear of third gear train 53 is drivingly connected.
  • the engine 1 and the first transmission shaft 31 are in transmission connection
  • the second motor 22 and the second transmission shaft 32 are in transmission connection.
  • a first gear is arranged side by side between the first transmission shaft 31 , the second transmission shaft 32 and the main shaft 4 gear train 51, second gear train 52 and third gear train 53; wherein, the first gear train 51 is provided between the first transmission shaft 31 and the main shaft 4, and the second gear train 52 is arranged between the second transmission shaft 32 and the main shaft 4
  • the input gear of the third gear train 53 is arranged at the first end of the first transmission shaft 31, that is, the input gear of the second gear train 52 is arranged at the junction of the first transmission shaft 31 and the second transmission shaft 32, And the output gear of the second gear train 52 is drivingly connected with the main shaft 4; since the third gear train 53 is arranged at the junction of
  • the junction of the second transmission shaft 32 can be used as a gear train shared by the engine 1 and the first motor 21 , so that the two-speed drive of the engine 1 and the first motor 21 can be realized respectively, and a group of gear trains can be saved.
  • the arrangement makes full use of the performance of the engine 1 and the first motor 21 , and at the same time reduces the cost of the hybrid power system and reduces the overall size of the hybrid power system.
  • the first gear train 51 is a second gear train, which is used to make the vehicle run at a medium speed; the second gear train 52 is a first gear train, which is used to make the vehicle run at a low speed; the third gear The train 53 is a third gear train for putting the vehicle in a high-speed running state.
  • the engine 1 under the control of the first synchronizer 61, the engine 1 can be connected to the second-gear gear train or the third-gear gear train, so that the performance of the engine 1 can be exerted only when the engine 1 works under medium and high speed conditions;
  • the first motor 21 Under the control of the second synchronizer 62, the first motor 21 can be connected to the first-gear gear train or the third-gear gear train, so that the first motor 21 can be connected to the first-gear gear train when the vehicle starts and needs a large torque, which is convenient for the vehicle to quickly After starting, and after the vehicle starts, the first motor 21 can also be connected to the third-speed gear train to drive the vehicle into a high-speed running state and exert the performance of the first motor 21 .
  • the end of the second transmission shaft 32 close to the first transmission shaft 31 is provided with a connecting cylinder 33 , and the connecting cylinder 33 is coaxial with the second transmission shaft 32 .
  • One end of the first transmission shaft 31 close to the second transmission shaft 32 is located in the connecting cylinder 33 and is in clearance fit with the connecting cylinder 33 .
  • the input gear of the third gear train 53 is rotatably sleeved outside the connecting cylinder 33 .
  • the first end of the second transmission shaft 32 is provided with a connection cylinder 33
  • the connection cylinder 33 is coaxial with the second transmission shaft 32
  • the first end of the first transmission shaft 31 is coaxially inserted into the connection cylinder 33
  • the input gear of the third gear train 53 is coaxially sleeved outside the connecting cylinder 33 .
  • the connecting cylinder 33 By arranging the connecting cylinder 33 on the first end of the second transmission shaft 32, the first end of the first transmission shaft 31 can be directly inserted into the inner hole of the connecting cylinder 33, so that the first transmission shaft 31 and the second transmission The shafts 32 are quickly butted together coaxially.
  • a bearing may be arranged in the connecting cylinder 33, the outer ring of the bearing is fixed on the inner wall of the connecting cylinder 33, and the inner ring of the bearing is fixedly sleeved on the first end of the first transmission shaft 31, so that when the first transmission shaft 31 is After the first end is inserted into the connecting cylinder 33 , the first end of the first transmission shaft 31 can rotate freely in the connecting cylinder 33 to realize the circumferential active connection between the first transmission shaft 31 and the second transmission shaft 32 .
  • the first end of the first transmission shaft 31 is provided with a connection cylinder 33
  • the first end of the second transmission shaft 32 is movably inserted into the connection cylinder 33 . That is, the connecting cylinder 33 may be arranged on the first transmission shaft 31 or the second transmission shaft 32, as long as the circumferential movable connection between the first transmission shaft 31 and the second transmission shaft 32 is satisfied.
  • the input gear of the third gear train 53 is coaxially sleeved outside the connecting cylinder 33 .
  • the input gear of the third gear train 53 has an inner hole, and a sleeve can be fixedly inserted into the inner hole of the input gear of the third gear train 53 , and the sleeve is used for the input of the third gear train 53 .
  • the gear is sleeved outside the connecting cylinder 33 .
  • the sleeve sleeve is coaxially sleeved outside the connection sleeve 33 , so that the input gear of the second gear train 52 can be movably sleeved at the junction of the first transmission shaft 31 and the second transmission shaft 32 .
  • a bearing can also be arranged between the sleeve and the connecting sleeve 33, the outer ring of the bearing is fixed on the inner wall of the sleeve, and the inner ring of the bearing is fixedly sleeved outside the connecting sleeve 33, so that the input gear of the third gear train 53 can be It rotates freely outside the connecting cylinder 33 to realize the circumferential active connection between the input gear of the third gear train 53 and the connecting cylinder 33 .
  • the first transmission shaft 31 or the second transmission shaft 32 can telescopically move in the axial direction of the first transmission shaft 31 , that is, the first transmission shaft 31 and the second transmission shaft 32 can pass through The way of extending and retracting the first transmission shaft 31 or the second transmission shaft 32 is selectively contacted or spaced apart.
  • the inner wall of the connecting cylinder 33 can be provided with a ring gear, and the first end of the first transmission shaft 31 is sheathed with a gear, which is used to cooperate with the ring gear, so that when the first end of the first transmission shaft 31 is inserted After being installed in the connecting cylinder 33, the gears can just mesh with the ring gear in the connecting cylinder 33, so that the first transmission shaft 31 and the second transmission shaft 32 can rotate together.
  • the end face of the first end of the first transmission shaft 31 may be grooved, and the electric telescopic shaft is installed in the groove, and one end of the electric telescopic shaft is coaxially connected with the gear located outside the groove.
  • the first end of the first transmission shaft 31 can be brought close to the first end of the second transmission shaft 32 so that the gears on the first transmission shaft 31 can enter the second transmission shaft 32
  • the connecting cylinder the ring gear and the gear are meshed, so that the first transmission shaft 31 and the second transmission shaft 32 can rotate together.
  • a movable base may also be provided in the hybrid power system, the movable base is used to install the first motor 21, and the movable base can slide back and forth in the installation cavity of the vehicle along the axial direction of the first transmission shaft and the second transmission shaft. .
  • the second transmission shaft 32 coaxially connected to the output shaft of the first motor can also move telescopically in the axial direction of the first transmission shaft and the second transmission shaft, so as to The purpose of connecting or separating the first transmission shaft 31 and the second transmission shaft 32 is achieved.
  • the mobile base may include a chassis, an electric roller and a chute, the electric roller is mounted on one side of the chassis, and the other side of the chassis is provided with a mounting structure (eg, screw hole) for mounting the motor.
  • the electric roller is located in the chute, and the chute extends along the axial direction of the first transmission shaft and the second transmission shaft, so that the chassis can reciprocate along the axial direction of the first transmission shaft and the second transmission shaft through the electric roller.
  • the first transmission shaft 31 can be telescopically moved in the axial direction of the first transmission shaft 31 .
  • the first transmission shaft 31 is fixedly sleeved with gears, in order to prevent the movement of the first transmission shaft 31 from affecting the meshing between the inner gears of the gear train, the thicknesses of the two mutually meshing gears can be different, and the two The difference in thickness of each gear can be determined according to the distance between the first end of the first transmission shaft 31 and the first end of the second transmission shaft 32, so as to ensure that when the gear moves telescopically with the first transmission shaft 31, the The gears can still maintain meshing relationship.
  • the thickness of one gear is more than 2 times the thickness of the other gear.
  • the thickness of the gears sleeved on the first transmission shaft 31 can be reduced, or the thickness of the gears meshed with the gears sleeved on the first transmission shaft 31 can be reduced, so that there is a thickness between the two meshed gears. poor purpose.
  • the thickness of the gear sleeved on the first transmission shaft 31 can also be increased, or the thickness of the gear meshed with the gear sleeved on the first transmission shaft 31 can be increased, so that the two
  • the purpose of the thickness difference between the meshed gears is not limited in the embodiment of the present disclosure.
  • the first end of the first transmission shaft 31 is controlled to be inserted into the connecting cylinder 33, so that the ring gear and the gear are engaged, and then the second synchronizer 62 is controlled to be connected to the input gear of the second gear train 52, and the first synchronizer 61 is not connected
  • the first gear train 51 and the third gear train 53 enable the power of the engine 1 to be transmitted to the wheels through the second gear train 52 , that is, the third gear drive of the engine 1 is realized; similarly, the power of the first motor 21 It can also be transmitted to the wheels through the first gear train 51 , that is, the third gear drive of the first motor 21 can be realized.
  • the hybrid power system further includes a second electric motor 22 , and the output shaft of the second electric motor 22 is drivingly connected to the first transmission shaft 31 . Disposing the second electric motor 22 in the hybrid power system can provide more power for the hybrid power system.
  • the second motor 22 and the engine 1 are both connected to the first transmission shaft 31, the second motor 22 can also be used to drive the output shaft of the engine 1 to rotate when the engine 1 is started, so that the Engine 1 starts more quickly. Meanwhile, after the engine 1 is started, the second motor 22 can also be in a power generation mode, that is, the output shaft of the second motor 22 is driven by the engine 1 to rotate, so that the second motor 22 generates electricity.
  • the hybrid power system further includes a fourth gear train 54 , and the input gear of the fourth gear train 54 is connected with the output shaft of the second electric machine 22 , eg, connected coaxially.
  • the output gear of the fourth gear train 54 is sleeved outside the first transmission shaft 31 , for example, the output gear of the fourth gear train 54 is fixedly sleeved outside the first transmission shaft 31 coaxially.
  • the output shaft of the second motor 22 is connected to the first transmission shaft 31 through the gear train, thereby realizing the mutual transmission of power between the engine 1 and the second motor 22, and enabling the engine 1 and the second motor 22 to transmit the power together. It is transmitted to the wheels to jointly drive the vehicle.
  • the hybrid power system further includes a power supply assembly for supplying power to the first motor 21 and the second motor 22
  • the power supply assembly includes a battery pack 71 and two inverters 72 .
  • Both inverters 72 are connected to the battery pack 71 , and one of them is connected to the first motor 21 and the other is connected to the second motor 22 .
  • One of the two inverters 72 is connected between the battery pack 71 and the first electric machine 21
  • the other of the two inverters 72 is connected between the battery pack 71 and the second electric machine 22 .
  • the inverters 72 there are two inverters 72 , one of which is used for connecting the battery pack 71 and the first motor 21 , and the other one is used for connecting the battery pack 71 and the second motor 22 .
  • the battery pack 71 includes at least one rechargeable battery, and the inverter 72 is arranged on the output circuit of the battery pack 71 to convert the DC power output by the battery pack 71 into three-phase AC power to drive the first motor 21 or the second motor twenty two.
  • Embodiments of the present disclosure also provide a hybrid vehicle, which includes any of the aforementioned hybrid systems.
  • the embodiment of the present disclosure provides a control method for a hybrid power system, which is applicable to the aforementioned hybrid power system.
  • the control method includes controlling the switching mechanism 60 to connect at most one input gear sleeved outside the first transmission shaft 31 with the first input gear.
  • the transmission shaft 31 is drivingly connected, and at most one input gear sleeved outside the second transmission shaft 32 is drivingly connected with the second transmission shaft 32 .
  • control method includes: determining a power mode; and controlling the operating states of the engine, the first electric machine and the second electric machine, and the connection state of the first synchronizer and the second synchronizer according to the power mode.
  • the power modes include pure electric mode, pure engine mode, hybrid driving mode or energy recovery mode.
  • FIG. 2 is a schematic diagram of energy transfer of a hybrid power system provided in an embodiment of the present disclosure in a pure electric mode.
  • the control method includes: controlling the engine 1 and the second motor 22 to not work, controlling the first synchronizer 61 and the input gear and the first gear train 51 .
  • the input gears of the third gear train 53 are not connected, the first motor 21 is controlled to work, and the second synchronizer 62 is controlled to be connected with the input gears of the second gear train 52 .
  • the engine 1 and the second motor 22 do not work, the first synchronizer 61 is in the neutral position, and the vehicle is driven by the first motor 21 to travel.
  • the output power of the first motor 21 is transmitted to the wheels through the second synchronizer 62, the second gear train 52 and the differential, so that the first motor 21 drives the vehicle to travel in a single gear.
  • the above control method enables the first motor 21 to be connected to the second gear train 52 , that is, the first motor 21 is connected to the first gear gear train, which is convenient for the vehicle to start quickly.
  • FIG. 3 is a schematic diagram of energy transfer of a hybrid power system provided in an embodiment of the present disclosure in a pure electric mode.
  • the control method includes: controlling the engine 1 and the second motor 22 to not work, controlling the first synchronizer 61 to be disconnected from the input gear of the first gear train 51 and the input gear of the third gear train 53 , controlling The first motor 21 operates to control the second synchronizer 62 to be connected to the input gear of the third gear train 53 .
  • the engine 1 and the second motor 22 do not work, the first synchronizer 61 is in the neutral position, and the vehicle is driven by the first motor 21 to travel.
  • the output power of the first motor 21 is transmitted to the wheels through the second synchronizer 62, the third gear train 53 and the differential, so that the first motor 21 drives the vehicle to travel in a single gear.
  • the above control method enables the first motor 21 to be connected to the third gear train 53, that is, the first motor 21 to be connected to the third gear gear train.
  • This mode is suitable for driving the vehicle at high speed in high-speed conditions after the vehicle starts.
  • FIG. 4 is a schematic diagram of energy transfer of a hybrid power system provided in an embodiment of the present disclosure in a pure electric mode.
  • the control method includes: controlling the engine 1 and the second motor 22 to not work, controlling the first synchronizer 61 to be disconnected from the input gear of the first gear train 51 and the input gear of the third gear train 53 , controlling The first motor 21 operates to control the second synchronizer 62 to be connected to the input gear of the second gear train 52 .
  • the vehicle operating mode is a pure electric reverse drive mode, that is, the engine 1 and the second motor 22 are not working, and the first motor 21 is in a reverse state to drive the vehicle to reverse. Comparing Figures 4 and 2, the steering of the wheels is reversed.
  • the above control method enables the first motor 21 to be connected to the second gear train 52 , that is, the first motor 21 is connected to the first gear gear train, so that the vehicle can have a large torque when reversing.
  • the control method when controlling the hybrid power system to switch to the pure engine mode, includes: controlling the engine 1 to work, controlling the first synchronizer 61 to be connected to the input gear of the first gear train 51, and controlling the first motor 21 and the second motor. 22 do not work, and the control second synchronizer 62 is not connected with the input gear of the second gear train 52 and the input gear of the third gear train 53 .
  • the first motor 21 and the second motor 22 do not work, the second synchronizer 62 is in the neutral position, the first synchronizer 61 is in the left position, and the vehicle is driven by the engine 1 .
  • the output power of the engine 1 is transmitted to the wheels via the first synchronizer 61 , the first gear train 51 and the differential, so that the engine 1 drives the vehicle in a single gear.
  • the engine 1 is connected to the first gear train 51 , that is, the engine 1 is connected to the second gear train, for the vehicle to run at a medium speed.
  • control method further includes: controlling the engine 1 to work, controlling the first synchronizer 61 to be connected to the input gear of the third gear train 53, controlling the first motor 21 and the second motor 22 to not work,
  • the control second synchronizer 62 is disconnected from the input gear of the second gear train 52 and the input gear of the third gear train 53 .
  • the first motor 21 and the second motor 22 do not work, the second synchronizer 62 is in the neutral position, the first synchronizer 61 is in the right position, and the vehicle is driven by the engine 1 .
  • the output power of the engine 1 is transmitted to the wheels through the first synchronizer 61 , the third gear train 53 and the differential, so that the engine 1 drives the vehicle in a single gear.
  • the above control method enables the engine 1 to be connected to the third gear train 53 , that is, the engine 1 is connected to the third gear train, for the vehicle to run at high speed.
  • FIG. 5 is a schematic diagram of energy transfer of a hybrid power system provided in an embodiment of the present disclosure in a hybrid driving mode.
  • FIG. 6 is a schematic diagram of energy transfer of a hybrid power system in a hybrid drive mode provided by an embodiment of the present disclosure.
  • the control method when controlling the hybrid power system to switch to the hybrid drive mode, includes: controlling the first synchronizer 61 to be disconnected from the input gear of the first gear train 51 and the input gear of the third gear train 53 , control the engine 1 to drive the second motor 22 to generate electricity, control the second synchronizer 62 to connect with the input gear of the second gear train 52 or the input gear of the third gear train 53 , and control the first motor 21 to work.
  • the engine 1 , the first motor 21 and the second motor 22 work together in coordination to drive the vehicle together.
  • the first synchronizer 61 is in the neutral position
  • the second synchronizer 62 is in the left position or the right position, so that the first motor 21 can be driven in two gears, the first gear and the third gear.
  • the engine 1 runs in the high-efficiency area to drive the second motor 22 to generate electricity at a fixed point, the generated electrical energy is supplied to the first motor 21 to drive the vehicle, and the excess electrical energy is stored in the battery pack 71 of the power supply assembly.
  • the power generation is insufficient, it is supplemented by the battery pack 71 , and the second motor 22 and the battery pack 71 jointly meet the power demand of the first motor 21 .
  • control method may further include: controlling the first synchronizer 61 to be connected to the input gear of the first gear train 51 or the input gear of the third gear train 53 , and controlling the engine 1 and the second motor 22 to work , control the second synchronizer 62 to connect with the input gear of the second gear train 52 or the input gear of the third gear train 53 , and control the first motor 21 to work.
  • the four drive modes are all parallel drive modes.
  • the engine 1, the first motor 21 and the second motor 22 work together to drive the vehicle together, which can output greater power and improve the power of the vehicle.
  • FIG. 7 is a schematic diagram of energy transfer of a hybrid power system provided in an embodiment of the present disclosure in a hybrid drive mode.
  • the first synchronizer 61 is in the left position, the power of the engine 1 and the first motor 21 is transmitted to the main shaft 4 through the first gear train 51 ;
  • the second synchronizer 62 is in the right position, the second The power of the motor 22 is transmitted to the main shaft 4 through the second gear train 52, and the power of the three power devices is coupled on the main shaft 4 and transmitted to the wheels through the differential, so that the three power devices drive the vehicle simultaneously.
  • FIG. 8 is a schematic diagram of energy transfer of a hybrid power system provided by an embodiment of the present disclosure in a hybrid drive mode.
  • the first synchronizer 61 is in the right position, the power of the engine 1 and the first motor 21 is transmitted to the main shaft 4 through the third gear train 53 ;
  • the second synchronizer 62 is in the right position, the second The power of the motor 22 is transmitted to the main shaft 4 through the second gear train 52, and the power of the three power devices is coupled on the main shaft 4 and transmitted to the wheels through the differential, so that the three power devices drive the vehicle simultaneously.
  • FIG. 9 is a schematic diagram of energy transfer of a hybrid power system provided in an embodiment of the present disclosure in a hybrid driving mode.
  • the first synchronizer 61 is in the left position, and the power of the engine 1 and the first motor 21 is transmitted to the main shaft 4 through the first gear train 51 ;
  • the second synchronizer 62 is in the left position, the second The power of the motor 22 is transmitted to the main shaft 4 through the third gear train 53, and the power of the three power devices is coupled on the main shaft 4 and transmitted to the wheels through the differential, so that the three power devices can drive the vehicle simultaneously.
  • Fig. 10 is a schematic diagram of energy transfer of a hybrid power system provided by an embodiment of the present disclosure in a hybrid drive mode.
  • the first synchronizer 61 is in the right position, and the power of the engine 1 and the first motor 21 is transmitted to the main shaft 4 through the third gear train 53 ;
  • the second synchronizer 62 is in the left position, the second The power of the motor 22 is transmitted to the main shaft 4 through the third gear train 53, and the power of the three power devices is coupled on the main shaft 4 and transmitted to the wheels through the differential, so that the three power devices can drive the vehicle simultaneously.
  • FIG. 11 is a schematic diagram of energy transfer of a hybrid power system provided in an embodiment of the present disclosure in a hybrid driving mode.
  • FIG. 12 is a schematic diagram of energy transfer of a hybrid power system in a hybrid driving mode provided by an embodiment of the present disclosure.
  • the control method may further include: controlling the first synchronizer 61 to connect with the input gear of the first gear train 51 or the input gear of the third gear train 53 , and controlling the engine 1 and the first The second motor 22 works, the second synchronizer 62 is controlled to be disconnected from the input gear of the second gear train 52 and the input gear of the third gear train 53, and the first motor 21 is controlled to not work.
  • the engine 1 and the second motor 22 work, but the first motor 21 does not work, the engine 1 provides power to drive the vehicle, and the second motor 22 operates in the power generation or electric mode according to the vehicle speed and torque demand.
  • the first synchronizer 61 is in the left position or the right position, and the vehicle is jointly driven by the engine 1 and the second electric motor 22 .
  • the torque of the engine 1 is transmitted to the main shaft 4 through the first motor 21, the first gear train 51 or the third gear train 53, and then to the wheels through the differential, so that the two power devices can jointly drive the vehicle in the second and third gears. Gear driving mode.
  • the second synchronizer 62 is in the neutral position to avoid power transmission to the first motor 21 , reduce drag torque, and improve power transmission efficiency.
  • FIG. 13 is a schematic diagram of energy transfer of a hybrid power system in an energy recovery mode provided by an embodiment of the present disclosure.
  • FIG. 14 is a schematic diagram of energy transfer in an energy recovery mode of a hybrid power system provided by an embodiment of the present disclosure.
  • the control method when controlling the hybrid system to switch to the energy recovery mode, includes: controlling the first synchronizer 61 to be disconnected from the input gear of the first gear train 51 and the input gear of the third gear train 53 , control the engine 1 and the second motor 22 to not work, control the second synchronizer 62 to connect with the input gear of the second gear train 52 or the input gear of the third gear train 53, and control the first motor 21 to generate electricity.
  • the wheels provide reverse torque to the hybrid system, convert part of the kinetic energy of the vehicle into electrical energy via the first motor 21, and store it in the battery pack 71 of the power supply assembly for backup.
  • the first motor 21 is in the power generation mode, the engine 1 and the second motor 22 do not work, and the kinetic energy of the whole vehicle passes through the wheels, the differential, the second gear train 52 or the third gear train 53, the first The second synchronizer 62 is transmitted to the first motor 21 to drive the first motor 21 to generate electricity, so as to realize the energy recovery function of the hybrid power system.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

一种混合动力系统，其特征在于，包括第一传动轴(31)、第二传动轴(32)、主轴(4)、三个齿轮系和切换机构(60)；第一传动轴(31)和第二传动轴(32)同轴间隔布置；主轴(4)与第一传动轴(31)平行间隔布置，用于与车轮传动连接；三个齿轮系沿第一传动轴(31)的轴向依次间隔排布，且各自的输入齿轮依次可转动地套在所述第一传动轴(31)外、第一传动轴(31)和第二传动轴(32)外、第二传动轴(32)外，各自的输出齿轮依次套在主轴(4)外；切换机构(60)用于选择性地将套在第一传动轴(31)外的至多一个输入齿轮与第一传动轴(31)传动连接，将套在第二传动轴(32)外的至多一个输入齿轮与第二传动轴(32)传动连接。还提供了一种混合动力车以及一种混合动力系统的控制方法。混合动力系统形成多种档位，只需要设置三个齿轮系，结构简单。

Description

混合动力系统及其控制方法、混合动力车
本公开要求于2021年3月30日提交的申请号为202110341746.9、发明名称为“混合动力系统和控制方法”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本公开涉及汽车技术领域，特别涉及一种混合动力系统及其控制方法、混合动力车。
背景技术
传统汽车大多使用化石燃料(如汽油、柴油等)为发动机提供动力，其排出的尾气会对环境造成污染。因此，使用无污染的新能源(如电能)来替代化石燃料为汽车提供动力是刻不容缓的，因而配置有混合动力系统的新能源汽车是发展的趋势。
相关技术中为了实现混合动力系统多挡位驱动的目的，通常设置至少4个齿轮系，采用的齿轮系较多，使得混合动力系统的结构较复杂，制造成本过高。
发明内容
本公开实施例提供了一种混合动力系统及其控制方法、混合动力车，能在实现多挡位驱动的同时，简化混合动力系统的结构。所述技术方案如下：
一方面，本公开实施例提供了一种混合动力系统，该混合动力系统包括第一传动轴、第二传动轴、主轴、三个齿轮系和切换机构；
所述第一传动轴和所述第二传动轴同轴间隔布置；
所述主轴与所述第一传动轴平行间隔布置，用于与车轮传动连接；
三个所述齿轮系沿所述第一传动轴的轴向依次间隔排布，且各自的输入齿轮依次可转动地套在所述第一传动轴外、所述第一传动轴和所述第二传动轴外、所述第二传动轴外，各自的输出齿轮依次套在所述主轴外；
所述切换机构用于选择性地将套在所述第一传动轴外的至多一个输入齿轮与所述第一传动轴传动连接，将套在所述第二传动轴外的至多一个输入齿轮与所述第二传动轴传动连接。
基于上述特征，通过设置两个同轴间隔布置的第一传动轴和第二传动轴，第一传动轴和第二传动轴可以分别用于输入动力，将三个齿轮系中的第一个齿轮系的输入齿轮套在第一传动轴外，将第二个齿轮系的输入齿轮套在第二传动轴外，将第三个齿轮系的输入齿轮套在第一传动轴和第二传动轴外，三个齿轮系的输出齿轮均套在主轴外，通过切换机构的切换，将套在第一传动轴外的至多一个输入齿轮与第一传动轴传动连接，将套在第二传动轴外的至多一个输入齿轮与第二传动轴传动连接，组合出多种状态，从而能够形成多种档位，只需要设置三个齿轮系，结构更简单。
可选地，三个所述齿轮系包括沿所述第一传动轴的轴向依次排布的第一齿轮系、第三齿轮系和第二齿轮系，所述切换机构包括第一同步器和第二同步器；
所述第一同步器套在所述第一传动轴上，且位于所述第一齿轮系的输入齿轮和所述第三齿轮系的输入齿轮之间；
所述第二同步器套在所述第二传动轴上，且位于所述第二齿轮系的输入齿轮和所述第三齿轮系的输入齿轮之间。
可选地，所述第二传动轴靠近所述第一传动轴的一端设有连接筒，所述连接筒与所述第二传动轴同轴，所述第一传动轴靠近所述第二传动轴的一端位于所述连接筒内，与所述连接筒间隙配合，所述第三齿轮系的输入齿轮可转动地套在所述连接筒外。
可选地，三个所述齿轮系的传动比均不相同。
可选地，所述混合动力系统还包括发动机和第一电机，所述发动机与所述第一传动轴相连，所述第一电机与所述第二传动轴相连。
可选地，所述混合动力系统还包括第二电机，所述第二电机与所述第一传动轴传动连接。
可选地，所述混合动力系统还包括电池组和两个逆变器，两个所述逆变器均与所述电池组相连，且其中一个与所述第一电机相连，另一个与所述第二电机相连。
可选地，所述混合动力系统还包括第四齿轮系，所述第四齿轮系的输入齿 轮与所述第二电机的输出轴相连，所述第四齿轮系的输出齿轮套在所述第一传动轴外。
另一方面，本公开实施例还提供了一种混合动力车，该混合动力车包括如前一方面所述的混合动力系统。
又一方面，本公开实施例还提供了一种混合动力系统的控制方法，用于控制前述的混合动力系统。所述方法包括：
控制所述切换机构将套在所述第一传动轴外的至多一个输入齿轮与所述第一传动轴传动连接，将套在所述第二传动轴外的至多一个输入齿轮与所述第二传动轴传动连接。
本公开实施例提供了一种混合动力系统，所述混合动力系统过包括：发动机、第一电机、第一传动轴和第二传动轴、主轴、第一齿轮系、第二齿轮系、第三齿轮系、第一同步器和第二同步器；所述第一传动轴的第一端与所述第二传动轴的第一端在所述第一传动轴的周向上活动连接，所述发动机的输出轴与所述第一传动轴的第二端传动连接，所述第一电机的输出轴与所述第二传动轴的第二端传动连接；所述第一传动轴和第二传动轴与所述主轴平行，所述第一齿轮系的输入齿轮同轴活动套装在所述第一传动轴外，所述第一齿轮系的输出齿轮同轴固定套装在所述主轴外，所述第二齿轮系的输入齿轮同轴活动套装在所述第二传动轴外，所述第二齿轮系的输出齿轮同轴固定套装在所述主轴外，所述第三齿轮系的输入齿轮同轴活动套装在所述第一传动轴的第一端外，所述第三齿轮系的输出齿轮同轴固定套装在所述主轴外，所述主轴与车轮传动连接，所述第一齿轮系的传动比、所述第二齿轮系的传动比和所述第三齿轮系的传动比均不同；所述第一同步器安装在第一传动轴上，且位于第一齿轮系的输入齿轮和所述第三齿轮系的输入齿轮之间，所述第一同步器可选择地与所述第一齿轮系的输入齿轮或所述第三齿轮系的输入齿轮传动连接；所述第二同步器安装在第二传动轴上，且位于第二齿轮系的输入齿轮和所述第三齿轮系的输入齿轮之间，所述第二同步器可选择地与所述第二齿轮系的输入齿轮或所述第三齿轮系的输入齿轮传动连接。
在本公开实施例的一种实现方式中，所述第二传动轴的第一端设有连接筒，所述连接筒与所述第二传动轴同轴，所述第一传动轴的第一端同轴活动插装在所述连接筒内，所述第三齿轮系的输入齿轮同轴活动套装在所述连接筒外。
在本公开实施例的另一种实现方式中，所述混合动力系统还包括第二电机，所述第二电机的输出轴与所述第一传动轴传动连接。
在本公开实施例的另一种实现方式中，所述混合动力系统还包括用于向所述第一电机和所述第二电机供电的供电组件，所述供电组件包括：电池组和两个逆变器，所述两个逆变器中的一个连接在所述电池组和所述第一电机之间，所述两个逆变器中的另一个连接在所述电池组和所述第二电机之间。
在本公开实施例的另一种实现方式中，所述混合动力系统还包括第四齿轮系，所述第四齿轮系的输入齿轮与所述第二电机的输出轴同轴连接，所述第四齿轮系的输出齿轮同轴固定套装在所述第一传动轴外。
本公开实施例提供了一种混合动力系统的控制方法，适用于前文所述的混合动力系统，所述控制方法包括：确定动力模式；根据所述动力模式控制所述发动机、所述第一电机和所述第二电机的工作状态，以及所述第一同步器和所述第二同步器的连接状态。
在本公开实施例的另一种实现方式中，所述动力模式为纯电动模式时，所述控制方法包括：控制所述发动机、所述第二电机不工作，控制所述第一同步器与所述第一齿轮系的输入齿轮和所述第三齿轮系的输入齿轮均不连接，控制所述第一电机工作，控制所述第二同步器与所述第二齿轮系的输入齿轮或所述第三齿轮系的输入齿轮连接。
在本公开实施例的另一种实现方式中，所述动力模式为纯发动机模式时，所述控制方法包括：控制发动机工作，控制所述第二电机不工作，控制所述第一同步器与所述第一齿轮系的输入齿轮或所述第三齿轮系的输入齿轮连接，控制所述第一电机不工作，控制所述第二同步器与所述第二齿轮系的输入齿轮和所述第三齿轮系的输入齿轮均不连接。
在本公开实施例的另一种实现方式中，所述动力模式为混合驱动模式时，所述控制方法包括：控制所述发动机驱动所述第二电机发电，控制所述第一同步器与所述第一齿轮系的输入齿轮和所述第三齿轮系的输入齿轮均不连接，控制所述第一电机工作，控制所述第二同步器与所述第二齿轮系的输入齿轮或所述第三齿轮系的输入齿轮连接；控制所述发动机和所述第二电机工作，控制所述第一同步器与所述第一齿轮系的输入齿轮或所述第三齿轮系的输入齿轮连接，控制所述第一电机工作，控制所述第二同步器与所述第二齿轮系的输入齿 轮或所述第三齿轮系的输入齿轮连接；控制所述发动机和所述第二电机工作，控制所述第一同步器与所述第一齿轮系的输入齿轮或所述第三齿轮系的输入齿轮连接，控制所述第一电机不工作，控制所述第二同步器与所述第二齿轮系的输入齿轮和所述第三齿轮系的输入齿轮均不连接。
在本公开实施例的另一种实现方式中，所述动力模式为能量回收模式时，所述控制方法包括：控制所述发动机和所述第二电机均不工作，控制所述第一同步器与所述第一齿轮系的输入齿轮和所述第三齿轮系的输入齿轮均不连接，控制所述第二同步器与所述第二齿轮系的输入齿轮或所述第三齿轮系的输入齿轮连接，使所述第一电机发电。
本公开实施例提供的技术方案带来的有益效果至少包括：
本公开实施例提供的混合动力系统中，发动机和第一传动轴传动连接，第二电机和第二传动轴传动连接，由于第一传动轴和第二传动轴之间是周向活动的，这样发动机输出的动力和第一电机输出的动力不会相互干涉；同时，还在第一传动轴、第二传动轴和主轴之间并排设置有第一齿轮系、第二齿轮系和第三齿轮系；其中，第一齿轮系设置在第一传动轴和主轴之间，第二齿轮系设置在第二传动轴和主轴之间，第三齿轮系的输入齿轮设置在第一传动轴的第一端，也即第二齿轮系的输入齿轮设置在第一传动轴和第二传动轴的交接处，并且第二齿轮系的输出齿轮与主轴传动连接；由于第三齿轮系设置在第一传动轴和第二传动轴的交接处，这样通过第一同步器就能将第三齿轮系接入第一传动轴，通过第二同步器就能将第三齿轮系接入第二传动轴，也即是，第二齿轮系设置在第一传动轴和第二传动轴的交接处，可以作为发动机和第一电机所公用的齿轮系，这样既可以分别实现发动机和第一电机的两挡驱动，还节省了一组齿轮系的布置，充分发挥发动机和第一电机性能的同时，还降低混合动力系统的造价成本，且缩减混合动力系统的整体尺寸。
附图说明
为了更清楚地说明本公开实施例中的技术方案，下面将对实施例描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本公开的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1是本公开实施例提供的一种混合动力系统的结构示意图；
图2是本公开实施例提供的一种混合动力系统在纯电动模式下的能量传递示意图；
图3是本公开实施例提供的一种混合动力系统在纯电动模式下的能量传递示意图；
图4是本公开实施例提供的一种混合动力系统在纯电动模式下的能量传递示意图；
图5是本公开实施例提供的一种混合动力系统在混合驱动模式下的能量传递示意图；
图6是本公开实施例提供的一种混合动力系统在混合驱动模式下的能量传递示意图；
图7是本公开实施例提供的一种混合动力系统在混合驱动模式下的能量传递示意图；
图8是本公开实施例提供的一种混合动力系统在混合驱动模式下的能量传递示意图；
图9是本公开实施例提供的一种混合动力系统在混合驱动模式下的能量传递示意图；
图10是本公开实施例提供的一种混合动力系统在混合驱动模式下的能量传递示意图；
图11是本公开实施例提供的一种混合动力系统在混合驱动模式下的能量传递示意图；
图12是本公开实施例提供的一种混合动力系统在混合驱动模式下的能量传递示意图；
图13是本公开实施例提供的一种混合动力系统在能量回收模式下的能量传递示意图；
图14是本公开实施例提供的一种混合动力系统在能量回收模式下的能量传递示意图。
图中各标记说明如下：
1-发动机；
21-第一电机，22-第二电机；
31-第一传动轴，32-第二传动轴，33-连接筒；
4-主轴；
51-第一齿轮系，52-第二齿轮系，53-第三齿轮系，54-第四齿轮系；
61-第一同步器，62-第二同步器；
71-电池组，72-逆变器。
具体实施方式
为使本公开的目的、技术方案和优点更加清楚，下面将结合附图对本公开实施方式作进一步地详细描述。
除非另作定义，此处使用的技术术语或者科学术语应当为本公开所属领域内具有一般技能的人士所理解的通常意义。本公开专利申请说明书以及权利要求书中使用的“第一”、“第二”、“第三”以及类似的词语并不表示任何顺序、数量或者重要性，而只是用来区分不同的组成部分。同样，“一个”或者“一”等类似词语也不表示数量限制，而是表示存在至少一个。“包括”或者“包含”等类似的词语意指出现在“包括”或者“包含”前面的元件或者物件涵盖出现在“包括”或者“包含”后面列举的元件或者物件及其等同，并不排除其他元件或者物件。“连接”或者“相连”等类似的词语并非限定于物理的或者机械的连接，而是可以包括电性的连接，不管是直接的还是间接的。“上”、“下”、“左”、“右”、“顶”、“底”等仅用于表示相对位置关系，当被描述对象的绝对位置改变后，则所述相对位置关系也可能相应地改变。
相关技术中，混合动力系统通常包括同步器和四个齿轮系，以实现多种不同的档位。其中，四个齿轮系中的两个齿轮系用于供发动机使用，发动机与两个齿轮系之间的动力连接通过同步器切换，使发动机能切换至不同挡位；四个齿轮系中的另外两个齿轮系用于供电机使用，电机与两个齿轮系之间的动力连接通过同步器切换，使电机能切换至不同挡位。该混合动力系统中采用的齿轮系较多，使得混合动力系统的结构较复杂，制造成本过高。
图1是本公开实施例提供的一种混合动力系统的结构示意图。如图1所示，该混合动力系统包括第一传动轴31、第二传动轴32、主轴4、三个齿轮系和切换机构60。
第一传动轴31和第二传动轴32同轴间隔布置。主轴4与第一传动轴31平 行间隔布置，主轴4用于与车轮传动连接。
三个齿轮系沿第一传动轴31的轴向依次间隔排布，且各自的输入齿轮依次可转动地套在第一传动轴31外、第一传动轴31和第二传动轴32外、第二传动轴32外，各自的输出齿轮依次套在主轴4外。
切换机构60用于选择性地将套在第一传动轴31外的至多一个输入齿轮与第一传动轴31传动连接，将套在第二传动轴32外的至多一个输入齿轮与第二传动轴32传动连接。
通过设置两个同轴间隔布置的第一传动轴和第二传动轴，第一传动轴和第二传动轴可以分别用于输入动力，将三个齿轮系中的第一个齿轮系的输入齿轮套在第一传动轴外，将第二个齿轮系的输入齿轮套在第二传动轴外，将第三个齿轮系的输入齿轮套在第一传动轴和第二传动轴外，三个齿轮系的输出齿轮均套在主轴外，通过切换机构的切换，将套在第一传动轴外的至多一个输入齿轮与第一传动轴传动连接，将套在第二传动轴外的至多一个输入齿轮与第二传动轴传动连接，组合出多种状态，从而能够形成多种档位，只需要设置三个齿轮系，结构更简单。
在一些示例中，三个齿轮系的传动比均不相同。通过设置不同的传动比，从而在通过不同的齿轮系将动力传递到主轴4时，主轴4能够有不同的转速。
可选地，三个齿轮系包括沿第一传动轴31的轴向依次排布的第一齿轮系51、第三齿轮系53和第二齿轮系52。切换机构60包括第一同步器61和第二同步器62。第一同步器61套在第一传动轴31上，且位于第一齿轮系51的输入齿轮和第三齿轮系53的输入齿轮之间。第二同步器62套在第二传动轴32上，且位于第二齿轮系52的输入齿轮和第三齿轮系53的输入齿轮之间。
第一同步器61通过切换能够将第一齿轮系51和第三齿轮系53中的至多一个的输入齿轮与第一传动轴31相连，第二同步器62通过切换能够将第二齿轮系52和第三齿轮系53中的至多一个的输入齿轮与第二传动轴32相连。也就是说，通过调整两个同步器的状态，就能够实现不同的档位。
该混合动力系统还包括发动机1和第一电机21，发动机1与第一传动轴31相连，第一电机21与第二传动轴32相连，从而通过第一传动轴31和第二传动轴32输入动力。
本公开实施例中，该混合动力系统包括：发动机1、第一电机21、第一传 动轴31和第二传动轴32、主轴4、第一齿轮系51、第二齿轮系52、第三齿轮系53、第一同步器61和第二同步器62。
如图1所示，第一传动轴31的第一端与第二传动轴32的第一端在第一传动轴31的周向上活动连接，发动机1的输出轴与第一传动轴31的第二端传动连接，第一电机21的输出轴与第二传动轴32的第二端传动连接。
如图1所示，第一传动轴31、第二传动轴32与主轴4平行，第一齿轮系51的输入齿轮同轴活动套装在第一传动轴31外，第一齿轮系51的输出齿轮同轴固定套装在主轴4外，第二齿轮系52的输入齿轮同轴活动套装在第二传动轴32外，第二齿轮系52的输出齿轮同轴固定套装在主轴4外，第三齿轮系53的输入齿轮同轴活动套装在第一传动轴31的第一端外，第三齿轮系53的输出齿轮同轴固定套装在主轴4外，主轴4与车轮传动连接，第一齿轮系的传动比、第二齿轮系的传动比和第三齿轮系的传动比均不同。
其中，第一同步器61安装在第一传动轴31上，且位于第一齿轮系51的输入齿轮和第三齿轮系53的输入齿轮之间，第一同步器61可选择地与第一齿轮系51的输入齿轮或第三齿轮系53的输入齿轮传动连接。
其中，第二同步器62安装在第二传动轴32上，且位于第二齿轮系52的输入齿轮和第三齿轮系53的输入齿轮之间，第二同步器62可选择地与第二齿轮系52的输入齿轮或第三齿轮系53的输入齿轮传动连接。
本公开实施例提供的混合动力系统中，发动机1和第一传动轴31传动连接，第二电机22和第二传动轴32传动连接，由于第一传动轴31和第二传动轴32之间是周向活动的，这样发动机1输出的动力和第一电机21输出的动力不会相互干涉；同时，还在第一传动轴31、第二传动轴32和主轴4之间并排设置有第一齿轮系51、第二齿轮系52和第三齿轮系53；其中，第一齿轮系51设置在第一传动轴31和主轴4之间，第二齿轮系52设置在第二传动轴32和主轴4之间，第三齿轮系53的输入齿轮设置在第一传动轴31的第一端，也即第二齿轮系52的输入齿轮设置在第一传动轴31和第二传动轴32的交接处，并且第二齿轮系52的输出齿轮与主轴4传动连接；由于第三齿轮系53设置在第一传动轴31和第二传动轴32的交接处，这样通过第一同步器61就能将第三齿轮系53接入第一传动轴31，通过第二同步器62就能将第三齿轮系53接入第二传动轴32，也即是，第二齿轮系52设置在第一传动轴31和第二传动轴32的交接处，可以作 为发动机1和第一电机21所公用的齿轮系，这样在既可以分别实现发动机1和第一电机21的两挡驱动，还节省了一组齿轮系的布置，充分发挥发动机1和第一电机21性能的同时，还降低混合动力系统的造价成本，且缩减混合动力系统的整体尺寸。
本公开实施例中，第一齿轮系51为二挡齿轮系，用于使车辆处于中等速度行驶状态，第二齿轮系52为一挡齿轮系，用于使得车辆处于低速行驶状态，第三齿轮系53为三挡齿轮系，用于使车辆处于高速行驶状态。
其中，在第一同步器61的控制下，发动机1可以接入二挡齿轮系或三挡齿轮系，这样就使发动机1只在中高速工况下工作时，发挥发动机1的性能；在第二同步器62的控制下，第一电机21可以接入一挡齿轮系或三挡齿轮系，这样就使第一电机21能在车辆起步需要大扭矩时，接入一挡齿轮系便于车辆快速起步，而车辆起步后，第一电机21也能接入三挡齿轮系，以驱动车辆进入高速行驶状态，发挥第一电机21的性能。
如图1所示，第二传动轴32靠近第一传动轴31的一端设有连接筒33，连接筒33与第二传动轴32同轴。第一传动轴31靠近第二传动轴32的一端位于连接筒33内，且与连接筒33间隙配合。第三齿轮系53的输入齿轮可转动地套在连接筒33外。通过连接筒33与第一传动轴31的间隙配合，使第一传动轴31和第二传动轴32保持同轴，又能够发生相对转动。
本公开实施例中，第二传动轴32的第一端设有连接筒33，连接筒33与第二传动轴32同轴，第一传动轴31的第一端同轴活动插装在连接筒33内，第三齿轮系53的输入齿轮同轴套装在连接筒33外。
通过在第二传动轴32的第一端设置连接筒33，以使第一传动轴31的第一端可以直接插设在连接筒33的内孔中，便于第一传动轴31和第二传动轴32迅速同轴对接在一起。
示例性地，连接筒33内可以设置轴承，轴承的外圈固定在连接筒33的内壁上，轴承的内圈固定套装在第一传动轴31的第一端，这样当第一传动轴31的第一端插装入连接筒33后，第一传动轴31的第一端就能在连接筒33内自由转动，实现第一传动轴31和第二传动轴32之间的周向活动连接。
在其他一些实现方式中，第一传动轴31的第一端设置有连接筒33，第二传动轴32的第一端活动插装在连接筒33内。也即是，连接筒33设置在第一传动 轴31或第二传动轴32均可以，只要满足第一传动轴31和第二传动轴32之间的周向活动连接即可。
示例性地，如图1所示，第三齿轮系53的输入齿轮同轴活动套装在连接筒33外。其中，第三齿轮系53的输入齿轮具有内孔，且第三齿轮系53的输入齿轮的内孔中可以同轴固定插装有套装筒，该套装筒用于供第三齿轮系53的输入齿轮套装在连接筒33外。这样通过套装筒同轴套装在连接筒33外，就使得第二齿轮系52的输入齿轮能活动套装在第一传动轴31和第二传动轴32的交接处。
例如，在套装筒和连接筒33之间也可以设置轴承，轴承的外圈固定在套装筒的内壁上，轴承的内圈固定套装在连接筒33外，使得第三齿轮系53的输入齿轮能在连接筒33外自由转动，实现第三齿轮系53的输入齿轮和连接筒33的周向活动连接。
在另外一些实现方式中，第一传动轴31或第二传动轴32可以在第一传动轴31的轴向上伸缩移动，也即是第一传动轴31和第二传动轴32之间可以通过伸缩第一传动轴31或第二传动轴32的方式选择性地接触或者间隔分布。
上述实现方式中，连接筒33的内壁可以设置齿圈，第一传动轴31的第一端外套装有齿轮，该齿轮用于与齿圈配合，使当第一传动轴31的第一端插装入连接筒33后，齿轮能和连接筒33内的齿圈恰好啮合，从而使得第一传动轴31和第二传动轴32能一起转动。
示例性地，第一传动轴31的第一端的端面可以开槽，并在槽内安装电动伸缩轴，且电动伸缩轴的一端和位于槽外的齿轮同轴连接。这样通过控制电动伸缩轴沿轴向伸缩，就能使第一传动轴31的第一端靠近第二传动轴32的第一端，以使第一传动轴31上的齿轮进入第二传动轴32的连接筒内，让齿圈和齿轮啮合，使得第一传动轴31和第二传动轴32能一起转动。
示例性地，混合动力系统中还可以设置移动底座，移动底座用于安装第一电机21，且移动底座能沿着第一传动轴和第二传动轴的轴向在汽车的安装腔内往复滑动。这样通过控制移动底座带动第一电机一起移动，从而使与第一电机的输出轴同轴连接的第二传动轴32也能在第一传动轴和第二传动轴的轴向上伸缩移动，以实现第一传动轴31和第二传动轴32对接或分离的目的。
其中，移动底座可以包括底盘、电动滚轮和滑槽，电动滚轮安装在底盘的一侧面，底盘的另一侧面设有用于安装电机的安装结构(如，螺孔)。电动滚轮 位于滑槽内，滑槽沿第一传动轴和第二传动轴的轴向延伸，使底盘能通过电动滚轮沿着第一传动轴和第二传动轴的轴向往复移动。
需要说明的是，当移动底座用于安装发动机1时，即此时第一传动轴31可以在第一传动轴31的轴向上伸缩移动。如图1所示，由于第一传动轴31上固定套装有齿轮，为避免第一传动轴31移动会影响齿轮系内齿轮之间的啮合，相互啮合的两个齿轮的厚度可以不同，且两个齿轮的厚度的差值可以根据第一传动轴31的第一端和第二传动轴32的第一端之间的间距确定，以保证齿轮随第一传动轴31伸缩移动时，齿轮系上的齿轮仍然能保持啮合关系。
例如，一个齿轮的厚度是另一个齿轮的厚度的2倍以上。
其中，可以通过减小套装在第一传动轴31上的齿轮的厚度，或者减小与套装在第一传动轴31上的齿轮啮合的齿轮的厚度，以实现两个啮合的齿轮之间存在厚度差的目的。
在其他一些实现方式中，也可以通过将套装在第一传动轴31上的齿轮的厚度增大，或者将与套装在第一传动轴31上的齿轮啮合的齿轮的厚度增大，实现两个啮合的齿轮之间存在厚度差的目的，本公开实施例不做限制。
这样，控制第一传动轴31的第一端插入连接筒33，使得齿圈和齿轮啮合，然后控制第二同步器62接入第二齿轮系52的输入齿轮，第一同步器61不接入第一齿轮系51和第三齿轮系53，就使得发动机1的动力也能通过第二齿轮系52传递至车轮，即实现发动机1的三挡位驱动；与之类似，第一电机21的动力也能通过第一齿轮系51传递至车轮，即实现第一电机21的三挡位驱动。
可选地，混合动力系统还包括第二电机22，第二电机22的输出轴与第一传动轴31传动连接。在混合动力系统中设置第二电机22，可以为混合动力系统提供更大的动力。
其中，由于第二电机22和发动机1均是传动连接在第一传动轴31上的，因此，第二电机22还可以用于在发动机1启动时，拖动发动机1的输出轴转动，以使发动机1更快速地启动。同时，在发动机1完成启动后，第二电机22还可以处于发电模式，即通过发动机1拖动第二电机22的输出轴转动，以使得第二电机22发电。
示例性地，如图1所示，混合动力系统还包括第四齿轮系54，第四齿轮系54的输入齿轮与第二电机22的输出轴相连，例如同轴相连。第四齿轮系54的 输出齿轮套在第一传动轴31外，例如第四齿轮系54的输出齿轮同轴固定套装在第一传动轴31外。
这样通过齿轮系将第二电机22的输出轴连接至第一传动轴31上，实现了发动机1和第二电机22之间动力的相互传递，也使得发动机1和第二电机22能一起将动力传递至车轮，以共同驱动车辆行驶。
可选地，如图1所示，混合动力系统还包括用于向第一电机21和第二电机22供电的供电组件，供电组件包括：电池组71和两个逆变器72。两个逆变器72均与电池组71相连，且其中一个与第一电机21相连，另一个与第二电机22相连。两个逆变器72中的一个连接在电池组71和第一电机21之间，两个逆变器72中的另一个连接在电池组71和第二电机22之间。
在本公开实施例中，设有两个逆变器72，其一用于连接电池组71和第一电机21，其二用于连接电池组71和第二电机22。其中，电池组71包括至少一个可充电电池，逆变器72设置在电池组71的输出电路上，用于将电池组71输出的直流电转换成三相交流电后驱动第一电机21或第二电机22。
本公开实施例还提供了一种混合动力车，该混合动力车包括前述的任一种混合动力系统。
本公开实施例提供了一种混合动力系统的控制方法，适用于前文所述的混合动力系统，该控制方法包括控制切换机构60将套在第一传动轴31外的至多一个输入齿轮与第一传动轴31传动连接，将套在第二传动轴32外的至多一个输入齿轮与第二传动轴32传动连接。
通过切换机构改变连接关系，从而实现不同的档位，以满足不同动力模式下的档位需要。以下结合具体的动力模式对该控制方法进行详细说明。
在一些示例中，该控制方法包括：确定动力模式；根据动力模式控制发动机、第一电机和第二电机的工作状态，以及第一同步器和第二同步器的连接状态。
其中，动力模式包括纯电动模式、纯发动机模式、混合驱动模式或能量回收模式。
图2是本公开实施例提供的一种混合动力系统在纯电动模式下的能量传递示意图。如图2所示，混合动力系统的动力模式切换为纯电动模式时，控制方 法包括：控制发动机1、第二电机22不工作，控制第一同步器61与第一齿轮系51的输入齿轮和第三齿轮系53的输入齿轮均不连接，控制第一电机21工作，控制第二同步器62与第二齿轮系52的输入齿轮连接。
此时，发动机1和第二电机22不工作，第一同步器61处于中位，由第一电机21驱动车辆行驶。第一电机21输出动力经第二同步器62、第二齿轮系52和差速器传递给车轮，实现第一电机21单独挡驱动车辆行驶。
上述控制方式使第一电机21接入第二齿轮系52，即使得第一电机21接入一挡齿轮系，便于车辆快速起步。
图3是本公开实施例提供的一种混合动力系统在纯电动模式下的能量传递示意图。如图3所示，控制方法包括：控制发动机1、第二电机22不工作，控制第一同步器61与第一齿轮系51的输入齿轮和第三齿轮系53的输入齿轮均不连接，控制第一电机21工作，控制第二同步器62与第三齿轮系53的输入齿轮连接。
此时，发动机1和第二电机22不工作，第一同步器61处于中位，由第一电机21驱动车辆行驶。第一电机21输出动力经第二同步器62、第三齿轮系53和差速器传递给车轮，实现第一电机21单独挡驱动车辆行驶。
上述控制方式使第一电机21接入第三齿轮系53，即使得第一电机21接入三挡齿轮系，该模式适用于在车辆起步后的高速工况，驱动车辆高速行驶。
图4是本公开实施例提供的一种混合动力系统在纯电动模式下的能量传递示意图。如图4所示，控制方法包括：控制发动机1、第二电机22不工作，控制第一同步器61与第一齿轮系51的输入齿轮和第三齿轮系53的输入齿轮均不连接，控制第一电机21工作，控制第二同步器62与第二齿轮系52的输入齿轮连接。
此时，车辆运行模式为纯电动倒挡驱动模式，即发动机1和第二电机22不工作，第一电机21处于反转状态，以驱动车辆倒车。对比图4和图2，车轮的转向相反。
上述控制方式使第一电机21接入第二齿轮系52，即使得第一电机21接入一挡齿轮系，使得车辆倒车时能具备较大的扭矩。
可选地，控制混合动力系统切换为纯发动机模式时，控制方法包括：控制 发动机1工作，控制第一同步器61与第一齿轮系51的输入齿轮连接，控制第一电机21和第二电机22均不工作，控制第二同步器62与第二齿轮系52的输入齿轮和第三齿轮系53的输入齿轮均不连接。
此时，结合图1，第一电机21和第二电机22不工作，第二同步器62处于中位，第一同步器61处于左位，由发动机1驱动车辆行驶。发动机1输出动力经第一同步器61、第一齿轮系51和差速器传递给车轮，实现发动机1单独挡驱动车辆行驶。
上述控制方式使发动机1接入第一齿轮系51，即使得发动机1接入二挡齿轮系，用于供车辆在中等速度下行驶。
可选地，纯发动机模式下，控制方法还包括：控制发动机1工作，控制第一同步器61与第三齿轮系53的输入齿轮连接，控制第一电机21和第二电机22均不工作，控制第二同步器62与第二齿轮系52的输入齿轮和第三齿轮系53的输入齿轮均不连接。
此时，结合图1，第一电机21和第二电机22不工作，第二同步器62处于中位，第一同步器61处于右位，由发动机1驱动车辆行驶。发动机1输出动力经第一同步器61、第三齿轮系53和差速器传递给车轮，实现发动机1单独挡驱动车辆行驶。
上述控制方式使发动机1接入第三齿轮系53，即使得发动机1接入三挡齿轮系，用于供车辆高速行驶。
图5是本公开实施例提供的一种混合动力系统在混合驱动模式下的能量传递示意图。图6是本公开实施例提供的一种混合动力系统在混合驱动模式下的能量传递示意图。如图5、6所示，控制混合动力系统切换为混合驱动模式时，控制方法包括：控制第一同步器61与第一齿轮系51的输入齿轮和第三齿轮系53的输入齿轮均不连接，控制发动机1驱动第二电机22发电，控制第二同步器62与第二齿轮系52的输入齿轮或第三齿轮系53的输入齿轮连接，控制第一电机21工作。
此时，发动机1、第一电机21和第二电机22共同协调工作，联合驱动车辆行驶。该模式下，第一同步器61处于中位，第二同步器62处于左位或者右位，使得第一电机21可实现一挡和三挡两个挡位驱动。且发动机1运行在高效区带 动第二电机22定点发电，发出的电能供给第一电机21驱动车辆行驶，多余电能储存在供电组件的电池组71中。当发电量不足时，由电池组71来补充，第二电机22和电池组71共同满足第一电机21的电量需求。
可选地，混合驱动模式中，控制方法还可以包括：控制第一同步器61与第一齿轮系51的输入齿轮或第三齿轮系53的输入齿轮连接，控制发动机1和第二电机22工作，控制第二同步器62与第二齿轮系52的输入齿轮或第三齿轮系53的输入齿轮连接，控制第一电机21工作。
上述实现方式中，根据两个同步器的接入方式，可以分成以下四种驱动模式：
四种驱动模式均为并联式驱动模式，发动机1、第一电机21和第二电机22共同工作，联合驱动车辆行驶，可以输出较大的功率，提高整车动力性。
第一种，图7是本公开实施例提供的一种混合动力系统在混合驱动模式下的能量传递示意图。如图7所示，该模式下，第一同步器61处于左位，发动机1和第一电机21的动力通过第一齿轮系51传递至主轴4；第二同步器62处于右位，第二电机22的动力通过第二齿轮系52传递至主轴4，三个动力设备的动力在主轴4上耦合，经差速器传递至车轮，实现三个动力设备同时驱动车辆行驶。
第二种，图8是本公开实施例提供的一种混合动力系统在混合驱动模式下的能量传递示意图。如图8所示，该模式下，第一同步器61处于右位，发动机1和第一电机21的动力通过第三齿轮系53传递至主轴4；第二同步器62处于右位，第二电机22的动力通过第二齿轮系52传递至主轴4，三个动力设备的动力在主轴4上耦合，经差速器传递至车轮，实现三个动力设备同时驱动车辆行驶。
第三种，图9是本公开实施例提供的一种混合动力系统在混合驱动模式下的能量传递示意图。如图9所示，该模式下，第一同步器61处于左位，发动机1和第一电机21的动力通过第一齿轮系51传递至主轴4；第二同步器62处于左位，第二电机22的动力通过第三齿轮系53传递至主轴4，三个动力设备的动力在主轴4上耦合，经差速器传递至车轮，实现三个动力设备同时驱动车辆行驶。
第四种，图10是本公开实施例提供的一种混合动力系统在混合驱动模式下 的能量传递示意图。如图10所示，该模式下，第一同步器61处于右位，发动机1和第一电机21的动力通过第三齿轮系53传递至主轴4；第二同步器62处于左位，第二电机22的动力通过第三齿轮系53传递至主轴4，三个动力设备的动力在主轴4上耦合，经差速器传递至车轮，实现三个动力设备同时驱动车辆行驶。
图11是本公开实施例提供的一种混合动力系统在混合驱动模式下的能量传递示意图。图12是本公开实施例提供的一种混合动力系统在混合驱动模式下的能量传递示意图。如图11、12所示，混合驱动模式中，控制方法还可以包括：控制第一同步器61与第一齿轮系51的输入齿轮或第三齿轮系53的输入齿轮连接，控制发动机1和第二电机22工作，控制第二同步器62与第二齿轮系52的输入齿轮和第三齿轮系53的输入齿轮均不连接，控制第一电机21不工作。
此时，即发动机1和第二电机22工作，而第一电机21不工作，由发动机1提供动力驱动车辆行驶，第二电机22根据车速和扭矩需求运行在发电或者电动模式。第一同步器61处于左位或者右位，由发动机1和第二电机22共同驱动车辆行驶。发动机1的扭矩经第一电机21、第一齿轮系51或第三齿轮系53到主轴4，再到差速器传递给车轮，实现两个动力设备共同驱动车辆在二挡和三挡两个挡位行驶模式。
如图11、12所示，上述模式中，第二同步器62处于中位，避免动力传递至第一电机21，减少拖曳扭矩，提高动力传递效率。
图13是本公开实施例提供的一种混合动力系统在能量回收模式下的能量传递示意图。图14是本公开实施例提供的一种混合动力系统在能量回收模式下的能量传递示意图。如图13、14所示，控制混合动力系统切换为能量回收模式时，控制方法包括：控制第一同步器61与第一齿轮系51的输入齿轮和第三齿轮系53的输入齿轮均不连接，控制发动机1和第二电机22均不工作，控制第二同步器62与第二齿轮系52的输入齿轮或第三齿轮系53的输入齿轮连接，控制第一电机21发电。
此时，车辆处于滑行或者制动工况，车轮给混合动力系统提供反向力矩，将车辆的部分动能经由第一电机21转换为电能，存入供电组件的电池组71中 备用。在滑行和制动工况下，第一电机21处于发电模式，发动机1和第二电机22不工作，整车动能通过车轮、差速器、第二齿轮系52或第三齿轮系53、第二同步器62传递至第一电机21，以驱动第一电机21进行发电，实现混合动力系统的能量回收功能。
以上，并非对本公开作任何形式上的限制，虽然本公开已通过实施例揭露如上，然而并非用以限定本公开，任何熟悉本专业的技术人员，在不脱离本公开技术方案范围内，当可利用上述揭示的技术内容作出些许更动或修饰为等同变化的等效实施例，但凡是未脱离本公开技术方案的内容，依据本公开的技术实质对以上实施例所作的任何简单修改、等同变化与修饰，均仍属于本公开技术方案的范围内。

Claims (10)

  1. 一种混合动力系统，其特征在于，包括第一传动轴(31)、第二传动轴(32)、主轴(4)、三个齿轮系和切换机构(60)；
    所述第一传动轴(31)和所述第二传动轴(32)同轴间隔布置；
    所述主轴(4)与所述第一传动轴(31)平行间隔布置，用于与车轮传动连接；
    三个所述齿轮系沿所述第一传动轴(31)的轴向依次间隔排布，且各自的输入齿轮依次可转动地套在所述第一传动轴(31)外、所述第一传动轴(31)和所述第二传动轴(32)外、所述第二传动轴(32)外，各自的输出齿轮依次套在所述主轴(4)外；
    所述切换机构(60)用于选择性地将套在所述第一传动轴(31)外的至多一个输入齿轮与所述第一传动轴(31)传动连接，将套在所述第二传动轴(32)外的至多一个输入齿轮与所述第二传动轴(32)传动连接。
  2. 根据权利要求1所述的混合动力系统，其特征在于，三个所述齿轮系包括沿所述第一传动轴(31)的轴向依次排布的第一齿轮系(51)、第三齿轮系(53)和第二齿轮系(52)，所述切换机构(60)包括第一同步器(61)和第二同步器(62)；
    所述第一同步器(61)套在所述第一传动轴(31)上，且位于所述第一齿轮系(51)的输入齿轮和所述第三齿轮系(53)的输入齿轮之间；
    所述第二同步器(62)套在所述第二传动轴(32)上，且位于所述第二齿轮系(52)的输入齿轮和所述第三齿轮系(53)的输入齿轮之间。
  3. 根据权利要求2所述的混合动力系统，其特征在于，所述第二传动轴(32)靠近所述第一传动轴(31)的一端设有连接筒(33)，所述连接筒(33)与所述第二传动轴(32)同轴，所述第一传动轴(31)靠近所述第二传动轴(32)的一端位于所述连接筒(33)内，与所述连接筒(33)间隙配合，所述第三齿轮系(53)的输入齿轮可转动地套在所述连接筒(33)外。
  4. 根据权利要求1所述的混合动力系统，其特征在于，三个所述齿轮系的传动比均不相同。
  5. 根据权利要求1～4任一项所述的混合动力系统，其特征在于，还包括发动机(1)和第一电机(21)，所述发动机(1)与所述第一传动轴(31)相连，所述第一电机(21)与所述第二传动轴(32)相连。
  6. 根据权利要求5所述的混合动力系统，其特征在于，还包括第二电机(22)，所述第二电机(22)与所述第一传动轴(31)传动连接。
  7. 根据权利要求6所述的混合动力系统，其特征在于，还包括第四齿轮系(54)，所述第四齿轮系(54)的输入齿轮与所述第二电机(22)的输出轴相连，所述第四齿轮系(54)的输出齿轮套在所述第一传动轴(31)外。
  8. 根据权利要求6所述的混合动力系统，其特征在于，还包括电池组(71)和两个逆变器(72)，两个所述逆变器(72)均与所述电池组(71)相连，且其中一个与所述第一电机(21)相连，另一个与所述第二电机(22)相连。
  9. 一种混合动力车，其特征在于，包括如权利要求1～8任一项所述的混合动力系统。
  10. 一种混合动力系统的控制方法，用于控制如权利要求1～8任一项所述的混合动力系统，其特征在于，包括：
    控制所述切换机构(60)将套在所述第一传动轴(31)外的至多一个输入齿轮与所述第一传动轴(31)传动连接，将套在所述第二传动轴(32)外的至多一个输入齿轮与所述第二传动轴(32)传动连接。
PCT/CN2022/073557 2021-03-30 2022-01-24 混合动力系统及其控制方法、混合动力车 Ceased WO2022206147A1 (zh)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN202110341746.9A CN113022295B (zh) 2021-03-30 2021-03-30 混合动力系统和控制方法
CN202110341746.9 2021-03-30

Publications (1)

Publication Number Publication Date
WO2022206147A1 true WO2022206147A1 (zh) 2022-10-06

Family

ID=76453341

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2022/073557 Ceased WO2022206147A1 (zh) 2021-03-30 2022-01-24 混合动力系统及其控制方法、混合动力车

Country Status (2)

Country Link
CN (1) CN113022295B (zh)
WO (1) WO2022206147A1 (zh)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113400932A (zh) * 2021-07-28 2021-09-17 奇瑞汽车股份有限公司 纯电动车的动力系统和控制方法
CN113400921A (zh) * 2021-07-28 2021-09-17 奇瑞汽车股份有限公司 混合动力系统和控制方法
CN113978234A (zh) * 2021-10-27 2022-01-28 奇瑞汽车股份有限公司 混合动力系统和车辆
WO2025103126A1 (zh) * 2023-11-17 2025-05-22 比亚迪股份有限公司 混合动力变速装置及其系统、车辆控制方法、计算机可读存储介质、整车控制器及车辆

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101417606A (zh) * 2007-10-22 2009-04-29 比亚迪股份有限公司 混合动力驱动系统及其驱动方法
WO2016070871A2 (de) * 2014-11-06 2016-05-12 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Getriebe für ein fahrzeug
US20160333967A1 (en) * 2015-05-14 2016-11-17 Hyundai Motor Company Hybrid transmission for vehicle
CN112248790A (zh) * 2020-10-27 2021-01-22 泰州吉林大学汽车动力传动研究院 一种多模式混合动力传动装置及其控制方法

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2009056042A1 (fr) * 2007-10-22 2009-05-07 Byd Company Limited Système d'entraînement hybride et son procédé d'entraînement
US8961343B2 (en) * 2011-07-22 2015-02-24 Chrysler Group Llc Clutch system for a transmission

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101417606A (zh) * 2007-10-22 2009-04-29 比亚迪股份有限公司 混合动力驱动系统及其驱动方法
WO2016070871A2 (de) * 2014-11-06 2016-05-12 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Getriebe für ein fahrzeug
US20160333967A1 (en) * 2015-05-14 2016-11-17 Hyundai Motor Company Hybrid transmission for vehicle
CN112248790A (zh) * 2020-10-27 2021-01-22 泰州吉林大学汽车动力传动研究院 一种多模式混合动力传动装置及其控制方法

Also Published As

Publication number Publication date
CN113022295A (zh) 2021-06-25
CN113022295B (zh) 2022-08-12

Similar Documents

Publication Publication Date Title
WO2022206147A1 (zh) 混合动力系统及其控制方法、混合动力车
US20240376964A1 (en) Hybrid power system and vehicle
CN113978237B (zh) 混合动力系统
CN106183780A (zh) 双行星齿轮系双电机同轴耦合驱动系统
CN104494415B (zh) 多用途适应的二档多模无级变速电传一体化动力系统
CN211364247U (zh) 一种双电机机电耦合系统及车辆
CN101544181A (zh) 动力总成系统
CN108839551B (zh) 混合动力系统及控制方法
CN102166947A (zh) 多模无级变速混合动力驱动系统
CN111071026A (zh) 一种双电机混合动力驱动系统
CN106476610A (zh) 动力传动系统及具有其的车辆
CN112824123B (zh) 一种双电机机电耦合系统及车辆
CN112248790A (zh) 一种多模式混合动力传动装置及其控制方法
CN202174929U (zh) 采用同步器实现模式切换的增程式混合动力汽车动力系统
CN113335059B (zh) 传动结构、纯电动车的动力系统和控制方法
WO2023005154A1 (zh) 混合动力系统和控制方法、混合动力车
CN212637473U (zh) 混合动力系统和汽车
WO2023005153A1 (zh) 纯电动车的动力系统和控制方法、混合动力车
WO2025156529A1 (zh) 变速箱、混合动力系统和汽车
CN211641818U (zh) 一种用于混合动力汽车的双电机混合动力总成系统
CN211519236U (zh) 一种双电机混合动力驱动系统
CN106476602A (zh) 动力传动系统及具有其的车辆
CN109774452B (zh) 锥齿轮式油电混联混合动力系统
CN115431748A (zh) 一种双电机混合动力变速箱、混合动力传动系统和车辆
CN209212953U (zh) 一种混合动力汽车及其变速器系统

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 22778335

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 22778335

Country of ref document: EP

Kind code of ref document: A1

32PN Ep: public notification in the ep bulletin as address of the adressee cannot be established

Free format text: NOTING OF LOSS OF RIGHTS PURSUANT TO RULE 112(1) EPC (EPO FORM 1205A DATED 15/01/2025)

122 Ep: pct application non-entry in european phase

Ref document number: 22778335

Country of ref document: EP

Kind code of ref document: A1