WO2023004582A1

WO2023004582A1 - Hybrid power system for vehicle, and vehicle

Info

Publication number: WO2023004582A1
Application number: PCT/CN2021/108655
Authority: WO
Inventors: 史时文; 陈振辉; 刘海坡
Original assignee: 舍弗勒技术股份两合公司; 史时文
Priority date: 2021-07-27
Filing date: 2021-07-27
Publication date: 2023-02-02

Abstract

A hybrid power system for a vehicle, and the vehicle. The hybrid power system for a vehicle comprises an internal combustion engine (ICE), a first electric motor (EM1), a second electric motor (EM2), a first clutch (C1), a second clutch (C2), a first input shaft (S1), a second input shaft (S2), an intermediate shaft (S3) and an output shaft (S4). The first input shaft (S1) and the second input shaft (S2), which are at the first electric motor (EM1), are coaxially arranged, and the second electric motor (EM2) and the first electric motor (EM1) are arranged in parallel, such that the axial size of a gearbox is reduced, and the number of parts is reduced; only one intermediate shaft is needed in terms of layout, such that the size of an envelope space is reduced, and the system can be fitted onto a plurality of vehicles; and the internal combustion engine (ICE) can directly drive medium and high speed cycle running, such that the working efficiency of the internal combustion engine (ICE) is improved.

Description

Vehicle hybrid system and vehicle

technical field

The present application relates to the technical field of hybrid vehicles, in particular to a vehicle hybrid system and a vehicle.

Background technique

In the current hybrid drive system, usually two electric motors need to be connected to the hybrid system, and the internal combustion engine is connected to the hybrid system through a hydraulic clutch (clutch), so that the hybrid system can realize multiple working modes, For example, P1 mode (motor torque is directly transmitted to the torque input shaft, there is no clutch between the internal combustion engine and the electric motor), P2 mode (motor torque is directly transmitted to the torque input shaft, and there is a clutch between the internal combustion engine and the electric motor), P3 mode (the electric motor torque directly to the transmission output), etc. The combination of various modes can also be realized by using two motors, for example, a P1+P3 mode can be realized. A dual-motor hybrid dedicated transmission (DHT) based on a two-speed dual-clutch transmission (DCT) is a P1+P3 topology with two electric motors, one as a generator and the other as a traction motor.

The current typical P1+P3 topology is the Great Wall Lemon hybrid system, as shown in Figure 1. The hybrid power system has two working modes, series and parallel, and has the functions of direct drive of electric vehicles, hybrid electric vehicles and internal combustion engines. For the internal combustion engine, it has two speeds, which are changed by the synchronizer S1 control. The driving motor TM is a single gear, including a gear G1, which meshes with the synchronizer S1 correspondingly. The hybrid power system has a clutch C1, which is located in front of the gearbox (the dotted box in Figure 1). The clutch C1 includes a gear G2 and a gear G3, both of which are in corresponding engagement with the synchronizer S1. However, the system adopts two motors arranged in parallel, which makes the envelope space of the hybrid power system larger. At the same time, the generator and engine are connected by a pair of external gears, which require two gears, a long shaft and two bearings, so the production cost of the hybrid system is higher than that of other competitors. Additionally, a hybrid system requires two intermediate shafts, which increases envelope space and cost.

Contents of the invention

The purpose of this application is to provide a vehicle hybrid system and a vehicle to solve the large envelope space size caused by the parallel arrangement of two motors and the need for two intermediate shafts in the existing P1+P3 mode hybrid system And technical problems of high production cost.

In order to achieve the above object, the application provides a vehicle hybrid system, including an engine (ICE), a first motor (EM1), a second motor (EM2), a first clutch (C1), a second clutch (C2) , a first input shaft (S1), a second input shaft (S2), an intermediate shaft (S3) and an output shaft (S4); wherein the engine (ICE) is torque-resistantly connected to the first electric machine (EM1) rotor; the outer hub of the first clutch (C1) is connected with the rotor of the first motor (EM1), and the inner hub of the first clutch (C1) is connected with the first input shaft (S1); The first input shaft (S1) can be rotationally connected with the intermediate shaft (S3); the second input shaft (S2) is rotatably sleeved on the first input shaft (S1), so The end of the second input shaft (S2) facing the first motor (EM1) is provided with the second clutch (C2), and the end of the second input shaft (S2) facing away from the first motor (EM1) (set) can be connected to the intermediate shaft (S3) in a torque-resistant manner; the outer hub of the second clutch (C2) is connected with the rotor of the first electric motor (EM1), and the second clutch (C2) The inner hub of the inner hub is connected to the second input shaft (S2); the output shaft (S4) is connected to the intermediate shaft (S3) in a torque-proof manner; the second electric motor (EM2) is connected to the first input shaft ( S1 ) is connected in a rotationally fixed manner.

In one of the embodiments, the first input shaft (S1) is provided with a second gear (G2), the intermediate shaft (S3) is provided with a third gear (G3), and the second gear (G2 ) meshes with the third gear (G3).

In one embodiment, the first input shaft (S1), the second input shaft (S2), the intermediate shaft (S3) and the output shaft (S4) are arranged parallel to each other; the second motor ( One end of EM2) is provided with a fifth gear (G5), and the fifth gear (G5) meshes with the second gear (G2) or the fifth gear (G5) meshes with the third gear (G3) Mesh.

In one embodiment, the first input shaft (S1), the second input shaft (S2), the intermediate shaft (S3) and the output shaft (S4) are arranged parallel to each other; the second motor ( EM2) and the intermediate shaft (S3) are located on both sides of the first input shaft (S1), or the second motor (EM2) and the intermediate shaft (S3) are located on the first input shaft (S1 ) on the same side.

In one of the embodiments, the second input shaft (S2) is provided with a first gear (G1), the intermediate shaft (S3) is provided with a fourth gear (G4), and the first gear (G1 ) meshes with the fourth gear (G4).

In one of the embodiments, the intermediate shaft (S3) is provided with a sixth gear (G6), the output shaft (S4) is provided with a seventh gear (G7), and the sixth gear (G6) and The seventh gear (G7) is meshed.

In one of the embodiments, a differential (D) is provided on the output shaft (S4), and the differential (D) is arranged adjacent to the seventh gear (G7).

In one of the embodiments, the vehicle hybrid system further includes a dual-mass flywheel (DMF), and the engine (ICE) is non-rotatably connected to the first electric machine (EM1) through the dual-mass flywheel (DMF) ) of the rotor.

In one of the embodiments, both the first clutch (C1) and the second clutch (C2) are wet clutches; the first electric machine (EM1) is used to restart the engine (ICE) and/or generate electricity ; The second electric machine (EM2) is a traction electric machine.

To achieve the above purpose, the present application further provides a vehicle, the vehicle includes the hybrid power system for a vehicle described in any one of the preceding items.

The advantage of the present application is that: the present application proposes a novel hybrid power system for a vehicle and the vehicle, and the second electric machine (EM2) is connected to the first input shaft (S1) in a torque-proof manner, specifically the The first input shaft (S1) is provided with a second gear (G2), the intermediate shaft (S3) is provided with a third gear (G3), and the second gear (G2) and the third gear (G3) ) are meshed; one end of the second motor (EM2) is provided with a fifth gear (G5), and the fifth gear (G5) is meshed with the second gear (G2) or the fifth gear (G5 ) meshes with the third gear (G3), so that the first input shaft (S1) at the first motor (EM1) is coaxially arranged with the second input shaft (S2), and the driven second motor (EM2) is arranged in parallel with the first motor (EM1) to shorten the axial size of the gearbox, reduce the number of parts structurally, only need one intermediate shaft from the layout, reduce the size of the envelope space, and can be used with multiple vehicle kit. And the engine (ICE) can directly drive medium and high-speed cycle travel, which can improve the working efficiency of the engine (ICE).

Description of drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings that need to be used in the description of the embodiments will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present application. For those skilled in the art, other drawings can also be obtained based on these drawings without any creative effort.

FIG. 1 is a schematic structural diagram of a vehicle hybrid system in Embodiment 1 of the present application;

Fig. 2 is a schematic diagram of the vehicle hybrid power system described in Application Example 1 in motor drive mode;

Fig. 3 is a schematic diagram of the vehicle hybrid power system described in Example 1 of the application in the engine start mode;

Fig. 4 is a schematic diagram of the vehicle hybrid power system described in Application Embodiment 1 in supercharging mode;

Fig. 5 is a schematic diagram of the vehicle hybrid system described in Application Example 1 when the engine driving mode is a medium-high speed cycle driving mode;

Fig. 6 is a schematic diagram of the hybrid power system for a vehicle described in Application Example 1 during a medium-speed driving cycle in the engine driving mode;

FIG. 7 is a schematic structural diagram of a hybrid power system for a vehicle in Embodiment 2 of the present application.

Detailed ways

The following description of the embodiments refers to the accompanying drawings to illustrate specific embodiments in which the invention may be practiced. The directional terms mentioned in the present invention, such as "up", "down", "front", "rear", "left", "right", "top", "bottom" and so on, are only for reference to the attached drawings. direction. Therefore, the directional terms used are used to illustrate and understand the present invention, but not to limit the present invention. In addition, the embodiments described in the specific embodiments are only some of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative work belong to the protection scope of the present invention.

An embodiment of the present application provides a vehicle, which includes a hybrid power system for the vehicle.

Example 1

Please refer to Fig. 1, the vehicle hybrid system includes an engine ICE, a dual mass flywheel DMF, a first motor EM1, a second motor EM2, a first clutch C1, a second clutch C2, a first input shaft S1, a second input Shaft S2, intermediate shaft S3 and output shaft S4.

Wherein, the engine ICE is connected to the rotor of the first electric machine EM1 through the dual-mass flywheel DMF in a torsion-resistant manner; the outer hub of the first clutch C1 is connected with the rotor of the first electric machine EM1, and the first The inner hub of a clutch C1 is connected to the first input shaft S1; the first input shaft S1 can be connected to the intermediate shaft S3 in a torque-resistant manner; the second input shaft S2 is rotatably sleeved on the On the first input shaft S1, specifically, the first input shaft S1 is supported in the second input shaft S2 by ball bearings and roller bearings, and the second input shaft S2 faces one end of the first motor EM1 The second clutch C2 is provided, and the end of the second input shaft S2 away from the first electric motor EM1 is provided to be non-rotatably connected with the intermediate shaft S3; the outer hub of the second clutch C2 is connected to the The rotor of the first electric motor EM1 is connected, the inner hub of the second clutch C2 is connected with the second input shaft S2; the output shaft S4 is connected with the intermediate shaft S3 in a torque-resistant manner; the second electric motor EM2 It is connected in a rotationally fixed manner to the first input shaft S1.

In this embodiment, the first input shaft S1 is provided with a second gear G2, and the intermediate shaft S3 is provided with a third gear G3, and the second gear G2 meshes with the third gear G3.

In this embodiment, the first input shaft S1, the second input shaft S2, the intermediate shaft S3 and the output shaft S4 are arranged parallel to each other; one end of the second motor EM2 is provided with a fifth gear G5, The fifth gear G5 meshes with the third gear G3.

In this embodiment, the first input shaft S1, the second input shaft S2, the intermediate shaft S3 and the output shaft S4 are arranged parallel to each other; the second motor EM2 and the intermediate shaft S3 are respectively located at the The two sides of the first input shaft S1, or the second electric motor EM2 and the intermediate shaft S3 are located on the same side of the first input shaft S1.

In this embodiment, the second input shaft S2 is provided with a first gear G1, and the intermediate shaft S3 is provided with a fourth gear G4, and the first gear G1 meshes with the fourth gear G4.

In this embodiment, the intermediate shaft S3 is provided with a sixth gear G6, and the output shaft S4 is provided with a seventh gear G7, and the sixth gear G6 meshes with the seventh gear G7.

In this embodiment, a differential gear D is provided on the output shaft S4, and the differential gear D is adjacent to the seventh gear G7.

In this embodiment, the first clutch C1 and the second clutch C2 are both wet clutches; the first electric motor EM1 is used to restart the engine ICE and/or generate electricity; the second electric motor EM2 is a traction motor. In other present embodiments, the first clutch C1 and the second clutch C2 may also be dry clutches or combined tooth clutches.

Wherein, the second motor EM2 is connected with the fifth gear G5, and the power of the second motor EM2 is transmitted through the gear set between the third gear G3 and the fifth gear G5, thereby increasing the The torque of the second electric machine EM2. The power of the first electric machine EM1, the second electric machine EM2 and the engine ICE is separated on the intermediate shaft S3. In hybrid mode, the speed between the engine ICE and the drive motors EM1, EM2 can be matched by adjusting the gear ratio (the gear ratio of the drive motors). When the vehicle just starts, the drive motors EM1 and EM2 output power, the speed ratio of the drive motors EM1 and EM2 is 2.47, and then through the main reduction ratio, the total speed ratio can reach more than 10, so as to meet the speed and torque requirements when the vehicle starts ;When the vehicle reaches 35km/h or more, the engine ICE enters the direct drive mode, the first clutch C1 is combined, the drive motors EM1 and EM2 stop working, the synchronizer is switched to the first gear, the engine ICE speed ratio is 1.14, and then through the main reduction ratio , the total speed ratio reaches more than 5, so as to meet the speed and torque requirements of the vehicle; when the vehicle speed continues to increase and reaches more than 5035km/h, the synchronizer switches to the second gear, the engine ICE speed ratio is 0.776, and then through the main reduction ratio , the overall speed ratio reaches more than 2.5, so as to meet the speed and torque requirements of the vehicle.

Specifically, by controlling the first clutch C1 and the second clutch C2, the following functions can be realized: motor drive mode (E drive mode), engine start mode, supercharging mode using the motor to cooperate with the engine, and the engine drive mode is a medium-high speed cycle Drive mode, recovery mode using the second motor.

1. Motor drive mode (E drive mode)

As shown in FIG. 2, FIG. 2 is a schematic diagram in the motor driving mode. When the dedicated hybrid transmission operates in the second motoring mode, the first clutch C1 and the second clutch C2 are opened. The power of the second electric motor EM2 passes through the gear set between the third gear G3 and the fifth gear G5, and is finally transmitted to the gear set between the sixth gear G6 and the seventh gear G7, and then the wheels get torque from the differential D. Among them, the structure in the virtual frame in Figure 2 is the driving state, and the rest of the structures are in the static state, and the arrow indicates the direction of power transmission.

2. Engine start mode

As shown in Fig. 3, Fig. 3 is a schematic diagram in the engine start mode. When the dedicated hybrid transmission works in the engine start mode, the power of the first electric machine EM1 restarts the engine ICE through the dual-mass flywheel DMF. At the same time, when the dedicated hybrid transmission works in the E driving mode, the first clutch C1 and the second clutch C2 is opened. The power of the second motor EM2 passes through the gear set between the third gear G3 and the fifth gear G5, and finally the power is finally transmitted to the differential D through the sixth gear G6 and the seventh gear G7 of the gear set, and then the wheels are driven from the differential D gain torque. The structure in the dotted frame in Figure 3 is in the driving state, and the rest of the structures are in the static state, and the arrow indicates the direction of power transmission.

3. The supercharging mode in which the motor cooperates with the engine is adopted

As shown in Fig. 4, Fig. 4 is a schematic diagram in boost mode. When the dedicated hybrid transmission works in the supercharging mode, the first clutch C1 is closed, that is, engaged. The power of the engine ICE is transmitted to the intermediate shaft S3 through the gear set between the second gear G2 and the third gear G3, and the power of the second electric motor EM2 is transmitted to the intermediate shaft through the gear set between the third gear G3 and the fifth gear G5 S3, the power of the engine ICE is transmitted to the intermediate shaft S3 through the third gear G3 and the fifth gear G5, the power from the second motor EM2 is coupled by the third gear G3, and finally the power finally passes through the sixth gear G6 and the seventh gear of the gear set G7 goes to differential D, from which the wheels get their torque. All the structures in Fig. 4 are in the driving state, and the arrows indicate the direction of power transmission.

4. The engine drive mode is medium and high speed cycle drive mode

As shown in Fig. 5, Fig. 5 is a schematic diagram when the driving mode of the engine is a medium-high speed cycle driving mode. When the dedicated hybrid transmission is running at high speed in the engine drive mode, the first clutch C1 is closed, the power from the engine ICE is transmitted to the intermediate shaft S3 through the gear set between the second gear G2 and the third gear G3, and finally the power finally passes through Gearset sixth gear G6 and seventh gear G7 transmit to differential D from which the wheels get torque. The structure in the virtual frame in Figure 5 is in the driving state, and the rest of the structures are in the static state, and the arrow indicates the power transmission direction.

5. Use the second motor recovery mode

As shown in FIG. 6 , FIG. 6 is a schematic diagram of a medium-speed driving cycle in the engine driving mode. The second clutch C2 is closed when the dedicated hybrid transmission is cycled at medium speeds in the engine drive mode. The power from the engine ICE is transmitted to the intermediate shaft S3 through the gear set between the first gear G1 and the fourth gear G4, and finally the power is transmitted to the differential D through the final gear set between the sixth gear G6 and the seventh gear G7 , and the wheels get torque from differential D. Among them, the structure in the dotted frame in Fig. 6 is in the driving state, and the rest of the structures are in the static state, and the arrow indicates the power transmission direction.

Example 2

As shown in Figure 7, Embodiment 2 contains most of the technical features of Embodiment 1. The difference is that in Embodiment 2, the fifth gear G5 located at one end of the second motor EM2 is the same as the fifth gear G5 at one end of the second motor EM2. The second gear G2 meshes, instead of the fifth gear G5 meshing with the third gear G3 in Embodiment 1.

The working principle of the vehicle hybrid system described in Embodiment 2 is the same as that of the vehicle hybrid system in Embodiment 1, and will not be repeated here.

The advantage of the present application is that: the present application proposes a novel vehicle hybrid power system and vehicle, and the second electric motor EM2 is connected to the first input shaft S1 in a torque-resistant manner, specifically the first input shaft S1 is provided with a second gear G2, the intermediate shaft S3 is provided with a third gear G3, and the second gear G2 is meshed with the third gear G3; one end of the second motor EM2 is provided with a fifth gear G5, the fifth gear G5 is meshed with the second gear G2 or the fifth gear G5 is meshed with the third gear G3, so that the first input shaft S1 at the first motor EM1 and the first The two input shafts S2 are coaxially arranged, and the driven second motor EM2 is arranged in parallel with the first motor EM1 to shorten the axial dimension of the gearbox, reduce the number of parts structurally, and only need one middle motor in terms of layout The shaft reduces the size of the envelope space and can be matched with multiple vehicles. And the engine ICE can directly drive medium and high-speed cycle driving, which can improve the working efficiency of the engine ICE.

The descriptions of the above embodiments are only used to help understand the technical solutions and core ideas of the present application; those of ordinary skill in the art should understand that they can still modify the technical solutions described in the foregoing embodiments, or modify some of the technical solutions. Features are replaced by equivalents; and these modifications or replacements do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present application.

Claims

A hybrid power system for a vehicle, characterized in that it includes an engine (ICE), a first motor (EM1), a second motor (EM2), a first clutch (C1), a second clutch (C2), a first input shaft (S1), a second input shaft (S2), an intermediate shaft (S3) and an output shaft (S4);

wherein said engine (ICE) is rotationally connected to the rotor of said first electric machine (EM1);

The outer hub of the first clutch (C1) is connected with the rotor of the first electric motor (EM1), and the inner hub of the first clutch (C1) is connected with the first input shaft (S1); the second an input shaft (S1) is connectable to said intermediate shaft (S3) in a rotationally fixed manner;

The second input shaft (S2) is rotatably sleeved on the first input shaft (S1), and the end of the second input shaft (S2) facing the first motor (EM1) is provided with the The second clutch (C2), the end (set) of the second input shaft (S2) away from the first electric motor (EM1) can be connected to the intermediate shaft (S3) in a torque-proof manner; the second clutch The outer hub of (C2) is connected to the rotor of the first electric motor (EM1), and the inner hub of the second clutch (C2) is connected to the second input shaft (S2);

said output shaft (S4) is connected in a rotationally fixed manner to said intermediate shaft (S3);

The second electric machine (EM2) is connected in a rotationally fixed manner to the first input shaft (S1).
The vehicle hybrid system according to claim 1, characterized in that, the first input shaft (S1) is provided with a second gear (G2), and the intermediate shaft (S3) is provided with a third gear ( G3), the second gear (G2) meshes with the third gear (G3).
The vehicle hybrid system according to claim 2, characterized in that, the first input shaft (S1), the second input shaft (S2), the intermediate shaft (S3) and the output shaft (S4) arranged parallel to each other; one end of the second motor (EM2) is provided with a fifth gear (G5), and the fifth gear (G5) meshes with the second gear (G2) or the fifth gear (G5 ) meshes with the third gear (G3).
The vehicle hybrid system according to claim 3, characterized in that, the first input shaft (S1), the second input shaft (S2), the intermediate shaft (S3) and the output shaft (S4) arranged parallel to each other; the second motor (EM2) and the intermediate shaft (S3) are respectively located on both sides of the first input shaft (S1), or the second motor (EM2) and the intermediate shaft (S3 ) on the same side of the first input shaft (S1).
The vehicle hybrid system according to claim 1, characterized in that, the second input shaft (S2) is provided with a first gear (G1), and the intermediate shaft (S3) is provided with a fourth gear ( G4), the first gear (G1) meshes with the fourth gear (G4).
The vehicle hybrid system according to claim 1, characterized in that, the intermediate shaft (S3) is provided with a sixth gear (G6), and the output shaft (S4) is provided with a seventh gear (G7) , the sixth gear (G6) meshes with the seventh gear (G7).
The vehicle hybrid system according to claim 6, characterized in that a differential (D) is provided on the output shaft (S4), and the differential (D) is connected to the seventh gear (G7 ) are set adjacent to each other.
The vehicle hybrid system according to claim 1, characterized in that, the vehicle hybrid system further comprises a dual mass flywheel (DMF), and the engine (ICE) resists torsion through the dual mass flywheel (DMF) Ground is connected to the rotor of the first electric machine (EM1).
The vehicle hybrid power system according to claim 1, characterized in that, the first clutch (C1) and the second clutch (C2) are both wet clutches; the first electric motor (EM1) is used to restart The engine (ICE) and/or electricity generation; the second electric machine (EM2) is a traction motor.
A vehicle, characterized by comprising the vehicle hybrid system according to any one of claims 1 to 9.