WO2023005153A1 - 纯电动车的动力系统和控制方法、混合动力车 - Google Patents

纯电动车的动力系统和控制方法、混合动力车 Download PDF

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Publication number
WO2023005153A1
WO2023005153A1 PCT/CN2022/070299 CN2022070299W WO2023005153A1 WO 2023005153 A1 WO2023005153 A1 WO 2023005153A1 CN 2022070299 W CN2022070299 W CN 2022070299W WO 2023005153 A1 WO2023005153 A1 WO 2023005153A1
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WO
WIPO (PCT)
Prior art keywords
gear
transmission
synchronizer
main shaft
gear train
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/CN2022/070299
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English (en)
French (fr)
Inventor
张恒先
周之光
耿丽珍
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 WO2023005153A1 publication Critical patent/WO2023005153A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing
    • B60K17/043—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel
    • B60K17/046—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel with planetary gearing having orbital motion
    • 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, in particular to a power system and a control method of a pure electric vehicle, and a hybrid electric vehicle.
  • the power system of a pure electric vehicle usually includes two motors. When any one of the two motors is working, the output power will be transmitted to the other motor, and the other motor will be dragged to rotate, especially when a single motor is working. Under the working conditions, it will cause more power loss.
  • Embodiments of the present disclosure provide a power system and a control method of a pure electric vehicle and a hybrid electric vehicle, which can improve power loss. Described technical scheme is as follows:
  • an embodiment of the present disclosure provides a power system of a pure electric vehicle, including: a first synchronizer, a first gear train, a first main shaft, a second main shaft, a first motor, a second motor, a transmission shaft, a second Two transmission gears and a second synchronizer; the first main shaft and the second main shaft are distributed in parallel and at intervals, the input gear of the first gear train is movably fitted outside the first main shaft, and the first gear train
  • the output gear is fixedly set outside the second main shaft, the first synchronizer is set outside the first main shaft, and is used to connect or disconnect the input gear of the first gear train, and the first motor
  • the output shaft of the motor is connected coaxially with the first main shaft, and the wheels are connected in transmission with the second main shaft; the transmission shaft is distributed in parallel with the first main shaft at intervals, and is in transmission connection with the output shaft of the second motor,
  • the second transmission gear is movably sleeved outside the transmission shaft, and is in transmission connection with
  • the first gear train is arranged on the first main shaft and the second main shaft, and the transmission connection between the first main shaft and the first gear train is controlled by the first synchronizer.
  • the power of the first motor can be introduced into the second spindle.
  • the second synchronizer can also connect the second motor to the first gear train, and then introduce the second main shaft through the first gear train, so that the two motors can share the gear train to save costs.
  • the power transmission of the first motor and the second motor can be cut off respectively, dragging is avoided, and the problem of power loss can be improved.
  • the power system further includes a second gear train, the input gear of the second gear train is movably fitted outside the first main shaft, and is located at a position where the first synchronizer is far away from the first gear train.
  • the output gear of the second gear train is fixedly sleeved outside the second main shaft, and the first synchronizer is also used to connect or disconnect the input gear of the second gear train, And the first synchronizer is at most connected to one of the input gear of the first gear train and the input gear of the second gear train.
  • the power system further includes a third transmission gear
  • the third transmission gear is movably sleeved on the outside of the transmission shaft, and is located on the side of the second synchronizer away from the second transmission gear, so
  • the third transmission gear is in transmission connection with the input gear of the second gear train;
  • the second synchronizer is also used to connect or disconnect the third transmission gear, and the second synchronizer is at most connected to the
  • the second transmission gear is connected to one of the third transmission gears.
  • the power system further includes a third transmission gear
  • the third transmission gear is movably sleeved on the outside of the transmission shaft, and is located on the side of the second synchronizer away from the second transmission gear, so
  • the third transmission gear is in transmission connection with the input gear of the second gear train;
  • the second synchronizer is also used to connect or disconnect the third transmission gear, and the second synchronizer is at most connected to the
  • the second transmission gear is connected to one of the third transmission gears.
  • the power system further includes a third gear train and a one-way clutch, the input gear of the third gear train is coaxially connected with the output shaft of the second motor, and the one-way clutch is arranged on the on the second main shaft, and the one-way clutch connects the output gear of the third gear train and the second main shaft.
  • the power system further includes a first transmission gear, the first transmission gear is fixedly sleeved outside the transmission shaft, and is in transmission connection with the input gear of the third gear train.
  • an embodiment of the present disclosure further provides an electric vehicle, the electric vehicle includes the power system of the pure electric vehicle as described in the preceding aspect.
  • an embodiment of the present disclosure also provides a method for controlling a power system of a pure electric vehicle, which is used to control the power system of a pure electric vehicle as described above.
  • the method includes:
  • the first synchronizer is controlled to be disconnected from the input gear of the first gear train, and the second synchronizer is controlled to be connected to the second transmission gear.
  • An embodiment of the present disclosure provides a power system of a pure electric vehicle, the power system includes: a first synchronizer, a first gear train, a second gear train, a first main shaft, a second main shaft, a first motor, a second Motor and transmission assembly; the first main shaft and the second main shaft are distributed in parallel and at intervals, the input gear of the first gear train is movably fitted outside the first main shaft, and the output gear of the first gear train is fixedly fitted Outside the second main shaft, the input gear of the second gear train is movably fitted outside the first main shaft, and the output gear of the second gear train is fixedly fitted outside the second main shaft.
  • the synchronizer is sleeved outside the first main shaft and is located between the input gear of the first gear train and the input gear of the second gear train.
  • the first synchronizer is used to control the first main shaft and the input gear of the second gear train.
  • the input gear of the first gear train or the input gear of the second gear train is connected in transmission, the output shaft of the first motor is connected coaxially with the first main shaft, and the wheels are in transmission connection with the second main shaft;
  • the transmission assembly includes a transmission shaft, a first transmission gear, a second transmission gear and a second synchronizer, the first transmission gear is coaxially sleeved outside the transmission shaft, and the second transmission gear is movably sleeved on the transmission Outside the shaft, the transmission shaft is distributed parallel to the first main shaft at intervals, the first transmission gear is in transmission connection with the output shaft of the second motor, and the second transmission gear is connected to the input of the first gear train. gear or the input gear of the second gear train, the second synchronizer is
  • the transmission assembly further includes a third transmission gear, the third transmission gear is movably sleeved outside the transmission shaft, and the second transmission gear and the first gear
  • the input gear of the first gear train is in transmission connection with one of the input gears of the second gear train, and the third transmission gear is connected with the other of the input gear of the first gear train and the input gear of the second gear train.
  • Transmission connection; the second synchronizer is located between the second transmission gear and the third transmission gear, and the second synchronizer is also used to control the connection or disconnection of the third transmission gear with the transmission shaft open.
  • the power system further includes a third gear train and a one-way clutch, the input gear of the third gear train is coaxially connected with the output shaft of the second motor, The input gear of the third gear train is connected to the first transmission gear, the one-way clutch is arranged on the second main shaft, and the one-way clutch is connected to the output gear of the third gear train and the second spindle.
  • the power system further includes a power supply assembly
  • the power supply assembly includes: a battery and two inverters, the two inverters are respectively connected to the battery, The first motor is connected to one of the two inverters, and the second motor is connected to the other of the two inverters.
  • the power system further includes a fourth transmission gear, the fourth transmission gear is coaxially sleeved outside the second main shaft, and the wheels communicate with the Describe the transmission connection of the fourth transmission gear.
  • An embodiment of the present disclosure provides a control method for the power system of a pure electric vehicle, the control method is used to control the power system of the pure electric vehicle as described above to switch to single-motor mode, dual-motor mode, reverse mode and energy recovery model.
  • the control method when controlling the power system to switch to a single-motor mode, includes: controlling the first motor to work, controlling the second motor to stop, controlling the The first synchronizer connects the first main shaft with the input gear of the first gear train or the input gear of the second gear train, and controls the second synchronizer so that the second transmission gear is connected with the input gear of the second gear train.
  • the drive shaft is disconnected; or, control the first motor to stop, control the second motor to work, control the first synchronizer to make the first main shaft and the input gear of the first gear train or the The input gear of the second gear train is connected in transmission, and the second synchronizer is controlled to connect the second transmission gear with the transmission shaft.
  • the control method when controlling the power system to switch to a single-motor mode, includes: controlling the operation of the first motor, controlling the operation of the second motor, controlling the operation of the The first synchronizer connects the first main shaft with the input gear of the first gear train or the input gear of the second gear train, and controls the second synchronizer so that the second transmission gear is connected with the input gear of the second gear train. Drive shaft connection.
  • the control method when controlling the power system to switch to the reverse mode, includes: controlling the first motor to reverse, controlling the second motor to stop, controlling the The first synchronizer connects the first main shaft with the input gear of the first gear train or the input gear of the second gear train, and controls the second synchronizer so that the second transmission gear is connected with the input gear of the second gear train. Drive shaft disconnected.
  • the control method when controlling the power system to switch to the energy recovery mode, includes: controlling the first synchronizer so that the first main shaft and the first gear The input gear of the second gear train is disconnected from the input gear of the second gear train, the second synchronizer is controlled to disconnect the second transmission gear from the transmission shaft, and the second motor is controlled to generate electricity; Or, control the first synchronizer so that the first main shaft is in transmission connection with the input gear of the first gear train or the input gear of the second gear train, and control the second synchronizer so that the second The transmission gear is disconnected from the transmission shaft to control the first motor to generate electricity.
  • the first gear train and the second gear train are both arranged on the first main shaft and the second main shaft, and the first main shaft and the first gear train are controlled by the first synchronizer or The second gear train is drivingly connected to realize the second gear drive of the power system.
  • the output shaft of the first motor is directly connected coaxially with the first main shaft, that is, the first motor can be driven by the second gear under the switching of the first synchronizer; the output shaft of the second motor passes through the first transmission gear of the transmission assembly Connected to the transmission shaft of the transmission assembly, the second transmission gear in the transmission assembly can be connected or disconnected from the transmission shaft through the second synchronizer, and the second transmission gear is in transmission connection with the first gear train or the second gear train Therefore, the second motor can also be connected to the first gear train or the second gear train through the transmission assembly, so that the two motors can share the two gear trains to save costs.
  • connection between the transmission shaft and the first main shaft can be disconnected through the second synchronizer in the transmission assembly, thereby cutting off the power transmission and preventing the power output from the first motor from being transmitted to the second
  • the motor drags the second motor to rotate and consume energy, so as to improve the problem of power loss.
  • FIG. 1 is a schematic structural diagram of a power system of a pure electric vehicle provided by an embodiment of the present disclosure
  • Fig. 2 is a schematic structural diagram of another pure electric vehicle power system provided by an embodiment of the present disclosure
  • Fig. 3 is a schematic diagram of energy transfer of a power system of a pure electric vehicle in a single-motor mode provided by an embodiment of the present disclosure
  • Fig. 4 is a schematic diagram of energy transfer of a power system of a pure electric vehicle in a single-motor mode provided by an embodiment of the present disclosure
  • Fig. 5 is a schematic diagram of energy transfer of a power system of a pure electric vehicle in single-motor mode provided by an embodiment of the present disclosure
  • Fig. 6 is a schematic diagram of energy transfer of a power system of a pure electric vehicle in a single-motor mode provided by an embodiment of the present disclosure
  • Fig. 7 is a schematic diagram of energy transfer of a power system of a pure electric vehicle in dual-motor mode provided by an embodiment of the present disclosure
  • Fig. 8 is a schematic diagram of energy transfer of a power system of a pure electric vehicle in dual-motor mode provided by an embodiment of the present disclosure
  • Fig. 9 is a schematic diagram of energy transfer in a reverse mode of a power system of a pure electric vehicle provided by an embodiment of the present disclosure.
  • Fig. 10 is a schematic diagram of energy transfer of a power system of a pure electric vehicle in an energy recovery mode provided by an embodiment of the present disclosure.
  • the first synchronizer 11. The first main shaft; 12. The second main shaft; 13. The first motor; 14. The second motor;
  • Words such as “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” and so on are only used to indicate the relative positional relationship. When the absolute position of the described object changes, the relative positional relationship may also be Change accordingly.
  • Fig. 1 is a schematic structural diagram of a power system of a pure electric vehicle provided by an embodiment of the present disclosure.
  • the power system includes: a first synchronizer 10, a first gear train 2, a first main shaft 11, a second main shaft 12, a first motor 13, a second motor 14, a transmission shaft 41, a second transmission gear 43 and second synchronizer 44 .
  • the first main shaft 11 and the second main shaft 12 are distributed in parallel at intervals, the input gear of the first gear train 2 is movably fitted outside the first main shaft 11 , and the output gear of the first gear train 2 is fixedly fitted outside the second main shaft 12 .
  • the first synchronizer 10 is sleeved outside the first main shaft 11, the first synchronizer 10 is used to connect or disconnect the input gear of the first gear train 2, and the output shaft of the first motor 13 is coaxially connected with the first main shaft 11 , the wheel 64 is in transmission connection with the second main shaft 12 .
  • the transmission shaft 41 is distributed in parallel with the first main shaft 11 at intervals, and the transmission shaft 41 is in transmission connection with the output shaft of the second motor 14 .
  • the second transmission gear 43 is movably fitted outside the transmission shaft 41 , and the second transmission gear 43 is in transmission connection with the input gear of the first gear train 2 .
  • the second synchronizer 44 is sleeved outside the transmission shaft 41 , and the second synchronizer 44 is used for connecting or disconnecting with the second transmission gear 43 .
  • the first gear train is arranged on the first main shaft and the second main shaft, and the transmission connection between the first main shaft and the first gear train is controlled by the first synchronizer, so that the first The power of the motor is introduced into the second main shaft.
  • the second synchronizer can also connect the second motor to the first gear train, and then introduce the second main shaft through the first gear train, so that the two motors can share the gear train to save costs.
  • the power transmission of the first motor and the second motor can be cut off respectively, dragging is avoided, and the problem of power loss can be improved.
  • the power system further includes a second gear train 3 .
  • the input gear of the second gear train 3 is movably fitted outside the first main shaft 11 , and the input gear of the second gear train 3 is located on the side of the first synchronizer 10 away from the input gear of the first gear train 2 .
  • the output gear of the second gear train 3 is fixedly sleeved outside the second main shaft 12 .
  • the first synchronizer 10 is also used to connect or disconnect the input gear of the second gear train 3, and the first synchronizer 10 is at most connected to the input gear of the first gear train 2 and the input gear of the second gear train 3 a connection.
  • the transmission ratio of the second gear train 3 is different from that of the first gear train 2 .
  • gear shifting by the first synchronizer 10 is enabled.
  • the power system further includes a third gear train 5 and a one-way clutch 61 .
  • the input gear of the third gear train 5 is coaxially connected with the output shaft of the second motor 14 .
  • the one-way clutch 61 is provided on the second main shaft 12 , and the one-way clutch 61 connects the output gear of the third gear train 5 and the second main shaft 12 .
  • the power of the second motor 14 can also be input to the second main shaft 12 through the third gear train 5 .
  • Adopting the one-way clutch 61 when the first motor 13 is working and the second motor 14 is not working, it can prevent the power transmitted from the first motor 13 to the second main shaft 12 from being transmitted to the second motor 14 through the third gear train 5, avoiding Drag is generated on the first motor 13 .
  • the power system also includes a first transmission gear 42 , the first transmission gear 42 is fixedly sleeved outside the transmission shaft 41 , and the first transmission gear 42 is in transmission connection with the input gear of the third gear train 5 .
  • the first transmission gear 42 meshes with the input gear of the third gear train 5 , so that the power of the second motor 14 can be transmitted to the transmission shaft 41 .
  • the power system includes: a first synchronizer 10, a first gear train 2, a second gear train 3, a first main shaft 11, a second main shaft 12, a first motor 13, a second motor 14 and transmission components.
  • the first main shaft 11 and the second main shaft 12 are distributed in parallel and at intervals, the input gear 21 of the first gear train 2 is movably fitted outside the first main shaft 11, and the output gear 22 of the first gear train 2 is fixedly fitted on the second shaft.
  • the input gear 31 of the second gear train 3 is movably set outside the first main shaft 11
  • the output gear 32 of the second gear train 3 is fixedly set outside the second main shaft 12
  • the first synchronizer 10 is set on the first main shaft 12.
  • the output shaft of the first motor 13 is coaxially connected with the first main shaft 11, and the wheel 64 is connected with the second main shaft 12 drive connections.
  • the first synchronizer 10 is used to control the transmission connection between the first main shaft 11 and the input gear 21 of the first gear train 2 or the input gear 31 of the second gear train 3 .
  • the transmission assembly includes a transmission shaft 41, a first transmission gear 42, a second transmission gear 43 and a second synchronizer 44, the first transmission gear 42 is coaxially sleeved outside the transmission shaft 41, and the second transmission gear 43
  • the movable sleeve is outside the transmission shaft 41, the transmission shaft 41 is distributed in parallel with the first main shaft 11, the first transmission gear 42 is connected to the output shaft of the second motor 14, and the second transmission gear 43 is connected to the input gear of the first gear train 2.
  • 21 or the input gear 31 of the second gear train 3 is in transmission connection, and the second synchronizer 44 is sleeved on the outside of the transmission shaft 41 .
  • the second synchronizer 44 is used to control the connection or disconnection of the second transmission gear 43 with the transmission shaft 41 .
  • the first gear train 2 and the second gear train 3 are both arranged on the first main shaft 11 and the second main shaft 12, and the first main shaft 11 is controlled by the first synchronizer 10 It is in transmission connection with the first gear train 2 or the second gear train 3 to realize the second gear drive of the power system.
  • the output shaft of the first motor 13 is directly connected coaxially with the first main shaft 11, that is, the first motor 13 can be driven by the second gear under the switching of the first synchronizer 10; the output shaft of the second motor 14 passes through the transmission assembly
  • the first transmission gear 42 of the transmission assembly is connected to the transmission shaft 41 of the transmission assembly, and the second transmission gear 43 in the transmission assembly can be connected or disconnected with the transmission shaft 41 through the second synchronizer 44, and the second transmission gear 43 is and
  • the first gear train 2 or the second gear train 3 are transmission connected, therefore, the second motor 14 can also be connected to the first gear train 2 or the second gear train 3 through the transmission assembly, so that the two motors can share two gear train to save cost.
  • connection between the transmission shaft 41 and the first main shaft 11 can be disconnected through the second synchronizer 44 in the transmission assembly, thereby cutting off the power transmission and avoiding the output of the first motor 13.
  • the power is transmitted to the second motor 14 to drag the second motor 14 to rotate and consume energy, so as to improve the problem of power loss.
  • Fig. 2 is a schematic structural diagram of another power system of a pure electric vehicle provided by an embodiment of the present disclosure.
  • the power system also includes a third transmission gear 45, the third transmission gear 45 is movably sleeved outside the transmission shaft 41, and the third transmission gear 45 is located at a side of the second synchronizer 44 away from the second transmission gear 43. side.
  • the third transmission gear 45 is in transmission connection with the input gear of the second gear train 3 .
  • the second synchronizer 44 is also used to connect or disconnect with the third transmission gear 45 , and the second synchronizer 44 is at most connected to one of the second transmission gear 43 and the third transmission gear 45 .
  • the transmission ratio of the third transmission gear 45 and the input gear of the second gear train 3 is different from that of the second transmission gear 43 and the input gear of the first gear train 2.
  • the gear position can be changed by the second synchronizer 44 .
  • the third transmission gear 45 is movably sleeved outside the transmission shaft 41, the second transmission gear 43 is in transmission connection with one of the input gear 21 of the first gear train 2 and the input gear 31 of the second gear train 3, and the third transmission gear 45 is connected with the input gear 31 of the second gear train 3.
  • the input gear 21 of the first gear train 2 is in transmission connection with the other of the input gear 31 of the second gear train 3 .
  • the second transmission gear 43 is in transmission connection with the input gear 21 of the first gear train 2
  • the third transmission gear 45 is in transmission connection with the input gear 31 of the second gear train 3 .
  • the second synchronizer 44 is located between the second transmission gear 43 and the third transmission gear 45, and the first synchronizer 10 is also used to control the third transmission gear 45 to connect or disconnect the transmission shaft 41. .
  • the second transmission gear 43 and the third transmission gear 45 in the transmission assembly are respectively connected to the transmission of the two gear trains, and then the second transmission gear 43 or the third transmission gear 45 is controlled by the second synchronizer 44 to be connected to the transmission shaft 41,
  • the power system further includes a third gear train 5 and a one-way clutch 61
  • the input gear 51 of the third gear train 5 is coaxially connected with the output shaft of the second motor 14, and the third gear train
  • the input gear 51 of 5 is in drive connection with the first transmission gear 42
  • the one-way clutch 61 is arranged on the second main shaft 12
  • the one-way clutch 61 connects the output gear 52 of the third gear train 5 and the second main shaft 12 .
  • the second motor 14 can also be connected to the third gear train 5 except sharing the first gear train 2 and the second gear train 3 with the first motor 13, so that the second motor 14 can realize more Multiple gear modes.
  • the one-way clutch 61 between the third gear train 5 and the second main shaft 12 it is possible to avoid the transmission of the first electric motor 13 to the second main shaft 12 through the one-way clutch 61 when only the first electric motor 13 is required to work.
  • the power is transmitted to the second motor 14 through the third gear train 5, so as to reduce the drag loss when the first motor 13 is working, and further reduce energy consumption.
  • the power system further includes a fourth transmission gear 62 , the fourth transmission gear 62 is coaxially sleeved outside the second main shaft 12 , and the wheels 64 are transmission-connected to the fourth transmission gear 62 through a differential 63 .
  • the input gear of the differential 63 meshes with the fourth transmission gear 62 installed on the second main shaft 12, so as to receive the power transmitted from the second main shaft 12, so as to drive the wheels 64 to rotate. Purpose.
  • the differential gear 63 can make the wheels 64 connected with the output shaft of the differential gear 63 rotate at different speeds.
  • the turning radius of the inner wheel 64 of the automobile is different from that of the outer wheel 64 of the automobile, and the turning radius of the outer wheel 64 will be greater than the turning radius of the inner wheel 64.
  • the differential 63 can be used to make the two wheels 64 roll at different rotational speeds, thereby realizing the difference in the rotational speeds of the two wheels 64 .
  • the power supply assembly 7 includes: a battery 71 and two inverters 72, the two inverters 72 are respectively connected to the batteries 71, the first motor 13 and the two inverters 72 One connection, the second electric machine 14 is connected to the other of the two inverters 72 .
  • the battery 71 is a rechargeable battery 71
  • the inverter 72 is arranged on the output circuit of the battery 71 for converting the direct current output by the battery 71 into three-phase alternating current to drive the first motor 13 or the second motor 14.
  • An embodiment of the present disclosure also provides an electric vehicle, which includes the power system of the pure electric vehicle as shown in FIG. 1 or FIG. 2 .
  • An embodiment of the present disclosure also provides a method for controlling a power system of a pure electric vehicle, which is used for controlling the power system of a pure electric vehicle as shown in FIG. 1 or FIG. 2 .
  • the method includes:
  • the first synchronizer 10 is controlled to be connected with the input gear of the first gear train 2
  • the second synchronizer 44 is controlled to be connected or disconnected with the second transmission gear 43 .
  • both the power of the first motor 13 and the power of the second motor 14 can be transmitted to the second main shaft 12 through the first gear train 2 .
  • the power of the first motor 13 can be transmitted to the second main shaft 12 through the first gear train 2 without dragging the second motor 14 .
  • the first synchronizer 10 is controlled to be disconnected from the input gear of the first gear train 2
  • the second synchronizer 44 is controlled to be connected to the second transmission gear 43 .
  • the power of the second motor 14 can be transmitted to the second main shaft 12 through the first gear train 2 without dragging the first motor 13 .
  • the power system of a pure electric vehicle can operate in any power mode, and the power mode includes a single-motor mode, a dual-motor mode, a reverse mode, and an energy recovery mode.
  • the power system of the pure electric vehicle when the power system of the pure electric vehicle is in the single-motor mode, it can switch to three gear modes.
  • the control method when the single motor mode is the first gear mode, the control method includes:
  • Fig. 3 is a schematic diagram of energy transfer of a power system of a pure electric vehicle in a single-motor mode provided by an embodiment of the present disclosure.
  • the second motor 14 is not working, the first synchronizer 10 is in the left position, the second synchronizer 44 disconnects the second transmission gear 43 from the transmission shaft 41 , and the vehicle is driven by the first motor 13 .
  • the power supply assembly 7 is discharged, and the inverter 72 converts the DC power into a three-phase AC power to drive the output shaft of the first motor 13 to rotate.
  • the first motor 13 converts electrical energy into mechanical energy and transmits it to the first main shaft 11. , the first gear train 2, and the second main shaft 12 are transmitted to the wheels 64 to realize the driving mode of the vehicle driven by the first gear of the first motor 13 alone.
  • the control method when the single motor mode is the second gear mode, the control method includes:
  • Fig. 4 is a schematic diagram of energy transfer of a power system of a pure electric vehicle in a single-motor mode provided by an embodiment of the present disclosure.
  • the second motor 14 is not working, the first synchronizer 10 is in the right position, the second synchronizer 44 disconnects the second transmission gear 43 from the transmission shaft 41 , and the vehicle is driven by the first motor 13 .
  • the power supply assembly 7 is discharged, and the inverter 72 converts the DC power into a three-phase AC power to drive the output shaft of the first motor 13 to rotate.
  • the first motor 13 converts electrical energy into mechanical energy and transmits it to the first main shaft 11.
  • the second gear train 3, and the second main shaft 12 are transmitted to the wheels 64 to realize the driving mode of the vehicle driven by the second gear of the first motor 13 alone.
  • the control method when the single motor mode is the first gear mode, the control method includes:
  • Fig. 5 is a schematic diagram of energy transfer of a power system of a pure electric vehicle in a single-motor mode provided by an embodiment of the present disclosure.
  • the first motor 13 is not working
  • the first synchronizer 10 is in the left position
  • the second synchronizer 44 connects the second transmission gear 43 to the transmission shaft 41
  • the vehicle is driven by the second motor 14 .
  • the power supply assembly 7 is discharged
  • the inverter 72 converts the DC power into a three-phase AC power to drive the second motor 14 to rotate the main shaft.
  • the second motor 14 converts electrical energy into mechanical energy and transmits it to the transmission shaft 41.
  • the synchronizer 10 , the second gear train 3 and the second main shaft 12 are transmitted to the wheels 64 to realize the driving mode of the vehicle driven by the second motor 14 alone in the first gear.
  • the control method when the single-motor mode is the three-gear mode, the control method includes:
  • the first motor 13 Control the first motor 13 to stop, control the second motor 14 to work, control the first synchronizer 10 to disconnect the first main shaft 11 from the input gear 21 of the first gear train 2 and the input gear 31 of the second gear train 3,
  • the second synchronizer 44 is controlled to disconnect the second transmission gear 43 from the transmission shaft 41 .
  • Fig. 6 is a schematic diagram of energy transfer of a power system of a pure electric vehicle in a single-motor mode provided by an embodiment of the present disclosure.
  • the first motor 13 is not working
  • the first synchronizer 10 is in the neutral position
  • the second synchronizer 44 disconnects the second transmission gear 43 from the transmission shaft 41
  • the vehicle is driven by the second motor 14 .
  • the power supply assembly 7 is discharged
  • the inverter 72 converts the direct current into a three-phase alternating current to drive the second motor 14 to rotate the main shaft.
  • the wheels 64 realize the driving mode of the vehicle driven by the third gear of the second motor 14 alone.
  • the power system of the pure electric vehicle when the power system of the pure electric vehicle is in the dual-motor mode, it can switch to three gear modes.
  • the control method when the dual motor mode is the first gear mode, the control method includes:
  • Fig. 7 is a schematic diagram of energy transfer of a power system of a pure electric vehicle in a dual-motor mode provided by an embodiment of the present disclosure.
  • the two motors work simultaneously, the first synchronizer 10 is in the left position, and the second synchronizer 44 connects the second transmission gear 43 with the transmission shaft 41 , and the two motors drive the vehicle simultaneously.
  • the power supply assembly 7 is discharged, and the inverter 72 converts the DC power into a three-phase AC power to drive the output shafts of the first motor 13 and the second motor 14 to rotate.
  • the first motor 13 converts electrical energy into mechanical energy and transmits it to the first spindle 11.
  • the second motor 14 From the first synchronizer 10 to the first gear train 2, the second motor 14 converts electrical energy into mechanical energy and transmits it to the transmission shaft 41, through the first gear train 2 and the first synchronizer 10 at the input gear 21 of the first gear train 2 After coupling, it is transmitted to the wheels 64 through the second main shaft 12 to realize the driving mode of the vehicle driven by the dual motors in the first gear.
  • the control method when the dual-motor mode is the second gear mode, the control method includes:
  • Fig. 8 is a schematic diagram of energy transfer of a power system of a pure electric vehicle in a dual-motor mode provided by an embodiment of the present disclosure.
  • the two motors work simultaneously, the first synchronizer 10 is in the right position, the second synchronizer 44 connects the second transmission gear 43 with the transmission shaft 41, and the vehicle is driven by the two motors simultaneously.
  • the power supply assembly 7 is discharged, and the inverter 72 converts the DC power into a three-phase AC power to drive the output shafts of the first motor 13 and the second motor 14 to rotate.
  • the first motor 13 converts electrical energy into mechanical energy and transmits it to the first spindle 11.
  • the second motor 14 From the first synchronizer 10 to the second gear train 3, the second motor 14 converts electrical energy into mechanical energy and transmits it to the transmission shaft 41, and then transmits it to the second main shaft 12 through the first gear train 2, and the power of the two motors is transmitted to the second main shaft 12 After coupling, it is transmitted to the wheels 64 through the second main shaft 12 to realize the driving mode of the vehicle driven by the dual motors in the first gear.
  • the control method when the power system of the pure electric vehicle is in the reverse mode, the control method includes:
  • the second synchronizer 44 disconnects the second transmission gear 43 from the transmission shaft 41 .
  • Fig. 9 is a schematic diagram of energy transfer of a power system of a pure electric vehicle in reverse mode provided by an embodiment of the present disclosure.
  • the battery is discharged at this time, the first synchronizer 10 is in the left position, the second synchronizer 44 disconnects the second transmission gear 43 from the transmission shaft 41, and the DC power is converted into three-phase by the inverter 72
  • the output shaft of the first motor 13 is driven to reverse, and is transmitted to the wheels 64 through the first main shaft 11, the first synchronizer 10, the first gear train 2, and the second main shaft 12, so as to control the reverse rotation of the wheels 64 and control the power system In reverse mode.
  • the control method when the power system of the pure electric vehicle is in the energy recovery mode, the control method includes:
  • Control the first synchronizer 10 so that the first main shaft 11 is disconnected from the input gear 21 of the first gear train 2 and the input gear 31 of the second gear train 3, and control the second synchronizer 44 so that the second transmission gear 43 and the transmission gear
  • the shaft 41 is disconnected to control the second motor 14 to generate electricity. That is, when the vehicle is coasting or braking, the power system provides the vehicle with a reverse torque to convert part of the kinetic energy of the vehicle into electrical energy via the second motor 14 and store it in the battery for backup.
  • Fig. 10 is a schematic diagram of energy transfer of a power system of a pure electric vehicle in an energy recovery mode provided by an embodiment of the present disclosure.
  • the second motor 14 turns on the power generation mode, and the kinetic energy of the whole vehicle passes through the wheels 64, the differential 63, the second main shaft 12, the one-way clutch 61, and the third gear train. 5.
  • Drive the second motor 14 to generate electricity, and finally store the electric energy in the battery to realize the energy recovery function.
  • the first motor 13 can also be used as the motor for energy recovery
  • the control method can include: controlling the first synchronizer 10 to make the first main shaft 11 and the input gear 21 or the first gear train 2
  • the input gear 31 of the second gear train 3 is connected in transmission
  • the second synchronizer 44 is controlled to disconnect the second transmission gear 43 from the transmission shaft 41
  • the first motor 13 is controlled to generate electricity, so that the first motor 13 can be in two gears Energy recovery in mode.

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Abstract

本公开提供了一种纯电动车的动力系统和控制方法、混合动力车，该动力系统包括第一同步器、第一齿轮系、第一主轴、第二主轴、第一电机、第二电机、传动轴、第二传动齿轮和第二同步器；第一齿轮系的输入齿轮活动套装在第一主轴外，第一齿轮系的输出齿轮固定套装在第二主轴外，第一同步器套装在第一主轴外，第一电机的输出轴与第一主轴同轴连接；传动轴与第二电机的输出轴传动连接，第二传动齿轮活动套装在传动轴外，且与第一齿轮系的输入齿轮传动连接，第二同步器套装在传动轴外。通过第一同步器和第二同步器能够分别切断第一电机和第二电机的动力传递，避免拖拽，有利于改善动力损失的问题。

Description

纯电动车的动力系统和控制方法、混合动力车
本公开要求于2021年7月28日提交的申请号为202110858327.2、发明名称为“纯电动车的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，特别涉及一种纯电动车的动力系统和控制方法、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，因而纯电动车的动力系统的新能源汽车是发展的趋势。
相关技术中，纯电动车的动力系统通常包括两个电机，两个电机中的任一个电机工作时，输出的动力都会传递至另一个电机，并拖曳另一个电机转动，特别是在单电机工作的工况下，会造成较多的动力损失。
发明内容
本公开实施例提供了一种纯电动车的动力系统和控制方法、混合动力车，能改善动力损失。所述技术方案如下：
一方面，本公开实施例提供了一种纯电动车的动力系统，包括：第一同步器、第一齿轮系、第一主轴、第二主轴、第一电机、第二电机、传动轴、第二传动齿轮和第二同步器；所述第一主轴和所述第二主轴平行间隔分布，所述第一齿轮系的输入齿轮活动套装在所述第一主轴外，所述第一齿轮系的输出齿轮固定套装在所述第二主轴外，所述第一同步器套装在所述第一主轴外，用于与所述第一齿轮系的输入齿轮连接或断开连接，所述第一电机的输出轴与所述第 一主轴同轴连接，车轮与所述第二主轴传动连接；所述传动轴与所述第一主轴平行间隔分布，且与所述第二电机的输出轴传动连接，所述第二传动齿轮活动套装在所述传动轴外，且与所述第一齿轮系的输入齿轮传动连接，所述第二同步器套装在所述传动轴外，用于与所述第二传动齿轮连接或断开连接。
基于上述特征，本公开实施例提供的纯电动车的动力系统中，第一齿轮系设置在第一主轴和第二主轴上，通过第一同步器控制第一主轴和第一齿轮系传动连接，能够将第一电机的动力引入第二主轴。第二同步器能将第二电机也接入第一齿轮系，再通过第一齿轮系引入第二主轴，从而使得两个电机能共用齿轮系，以节省成本。通过第一同步器和第二同步器能够分别切断第一电机和第二电机的动力传递，避免拖曳，有利于改善动力损失的问题。
可选地，所述动力系统还包括第二齿轮系，所述第二齿轮系的输入齿轮活动套装在所述第一主轴外，且位于所述第一同步器远离所述第一齿轮系的输入齿轮的一侧，所述第二齿轮系的输出齿轮固定套装在所述第二主轴外，所述第一同步器还用于与所述第二齿轮系的输入齿轮连接或断开连接，且所述第一同步器至多与所述第一齿轮系的输入齿轮和所述第二齿轮系的输入齿轮中的一个连接。
可选地，所述动力系统还包括第三传动齿轮，所述第三传动齿轮活动套装在所述传动轴外，且位于所述第二同步器远离所述第二传动齿轮的一侧，所述第三传动齿轮与所述第二齿轮系的输入齿轮传动连接；所述第二同步器还用于与所述第三传动齿轮连接或断开连接，且所述第二同步器至多与所述第二传动齿轮和所述第三传动齿轮中的一个连接。
可选地，所述动力系统还包括第三传动齿轮，所述第三传动齿轮活动套装在所述传动轴外，且位于所述第二同步器远离所述第二传动齿轮的一侧，所述第三传动齿轮与所述第二齿轮系的输入齿轮传动连接；所述第二同步器还用于与所述第三传动齿轮连接或断开连接，且所述第二同步器至多与所述第二传动齿轮和所述第三传动齿轮中的一个连接。
可选地，所述动力系统还包括第三齿轮系和单向离合器，所述第三齿轮系的输入齿轮与所述第二电机的输出轴同轴连接，所述单向离合器设置在所述第二主轴上，且所述单向离合器连接所述第三齿轮系的输出齿轮和所述第二主轴。
可选地，所述动力系统还包括第一传动齿轮，所述第一传动齿轮固定套装 在所述传动轴外，且与所述第三齿轮系的输入齿轮传动连接。
另一方面，本公开实施例还提供了一种电动车，所述电动车包括如前一方面所述的纯电动车的动力系统。
再一方面，本公开实施例还提供了一种纯电动车动力系统的控制方法，用于控制如前所述的纯电动车动力系统，所述方法包括：
控制所述第一同步器与所述第一齿轮系的输入齿轮相连，控制所述第二同步器与所述第二传动齿轮连接或断开连接；或者，
控制所述第一同步器与所述第一齿轮系的输入齿轮断开连接，控制所述第二同步器与所述第二传动齿轮连接。
本公开实施例提供了一种纯电动车的动力系统，所述动力系统包括：第一同步器、第一齿轮系、第二齿轮系、第一主轴、第二主轴、第一电机、第二电机和传动组件；所述第一主轴和所述第二主轴平行间隔分布，所述第一齿轮系的输入齿轮活动套装在所述第一主轴外，所述第一齿轮系的输出齿轮固定套装在所述第二主轴外，所述第二齿轮系的输入齿轮活动套装在所述第一主轴外，所述第二齿轮系的输出齿轮固定套装在所述第二主轴外，所述第一同步器套装在所述第一主轴外，且位于所述第一齿轮系的输入齿轮和所述第二齿轮系的输入齿轮之间，所述第一同步器用于控制所述第一主轴与所述第一齿轮系的输入齿轮或所述第二齿轮系的输入齿轮传动连接，所述第一电机的输出轴与所述第一主轴同轴连接，车轮与所述第二主轴传动连接；所述传动组件包括传动轴、第一传动齿轮、第二传动齿轮和第二同步器，所述第一传动齿轮同轴套装在所述传动轴外，所述第二传动齿轮活动套装在所述传动轴外，所述传动轴与所述第一主轴平行间隔分布，所述第一传动齿轮与所述第二电机的输出轴传动连接，所述第二传动齿轮与所述第一齿轮系的输入齿轮或所述第二齿轮系的输入齿轮传动连接，所述第二同步器套装在所述传动轴外，所述第二同步器用于控制所述第二传动齿轮与所述传动轴连接或断开。
在本公开实施例的一种实现方式中，所述传动组件还包括第三传动齿轮，所述第三传动齿轮活动套装在所述传动轴外，所述第二传动齿轮与所述第一齿轮系的输入齿轮和所述第二齿轮系的输入齿轮中的一个传动连接，所述第三传动齿轮与所述第一齿轮系的输入齿轮和所述第二齿轮系的输入齿轮中的另一个传动连接；所述第二同步器位于所述第二传动齿轮和所述第三传动齿轮之间， 所述第二同步器还用于控制所述第三传动齿轮与所述传动轴连接或断开。
在本公开实施例的另一种实现方式中，所述动力系统还包括第三齿轮系和单向离合器，所述第三齿轮系的输入齿轮与所述第二电机的输出轴同轴连接，所述第三齿轮系的输入齿轮与所述第一传动齿轮传动连接，所述单向离合器设置在所述第二主轴上，且所述单向离合器连接所述第三齿轮系的输出齿轮和所述第二主轴。
在本公开实施例的另一种实现方式中，所述动力系统还包括供电组件，所述供电组件包括：电池和两个逆变器，两个所述逆变器分别与所述电池连接，所述第一电机与两个所述逆变器中的一个连接，所述第二电机与两个所述逆变器中的另一个连接。
在本公开实施例的另一种实现方式中，所述动力系统还包括第四传动齿轮，所述第四传动齿轮同轴套装在所述第二主轴外，所述车轮通过差速器与所述第四传动齿轮传动连接。
本公开实施例提供了一种纯电动车动力系统的控制方法，所述控制方法用于控制如前文所述的纯电动车的动力系统切换为单电机模式、双电机模式、倒车模式和能量回收模式。
在本公开实施例的另一种实现方式中，控制所述动力系统切换为单电机模式时，所述控制方法包括：控制所述第一电机工作，控制所述第二电机停机，控制所述第一同步器使所述第一主轴与所述第一齿轮系的输入齿轮或所述第二齿轮系的输入齿轮传动连接，控制所述第二同步器使所述第二传动齿轮与所述传动轴断开连接；或者，控制所述第一电机停机，控制所述第二电机工作，控制所述第一同步器使所述第一主轴与所述第一齿轮系的输入齿轮或所述第二齿轮系的输入齿轮传动连接，控制所述第二同步器使所述第二传动齿轮与所述传动轴连接。
在本公开实施例的另一种实现方式中，控制所述动力系统切换为单电机模式时，所述控制方法包括：控制所述第一电机工作，控制所述第二电机工作，控制所述第一同步器使所述第一主轴与所述第一齿轮系的输入齿轮或所述第二齿轮系的输入齿轮传动连接，控制所述第二同步器使所述第二传动齿轮与所述传动轴连接。
在本公开实施例的另一种实现方式中，控制所述动力系统切换为倒车模式 时，所述控制方法包括：控制所述第一电机反转，控制所述第二电机停机，控制所述第一同步器使所述第一主轴与所述第一齿轮系的输入齿轮或所述第二齿轮系的输入齿轮传动连接，控制所述第二同步器使所述第二传动齿轮与所述传动轴断开连接。
在本公开实施例的另一种实现方式中，控制所述动力系统切换为能量回收模式时，所述控制方法包括：控制所述第一同步器使所述第一主轴与所述第一齿轮系的输入齿轮和所述第二齿轮系的输入齿轮均断开连接，控制所述第二同步器使所述第二传动齿轮与所述传动轴断开连接，控制所述第二电机发电；或者，控制所述第一同步器使所述第一主轴与所述第一齿轮系的输入齿轮或所述第二齿轮系的输入齿轮传动连接，控制所述第二同步器使所述第二传动齿轮与所述传动轴断开连接，控制所述第一电机发电。
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纯电动车的动力系统中，第一齿轮系和第二齿轮系均设置第一主轴和第二主轴上，并通过第一同步器控制第一主轴和第一齿轮系或第二齿轮系传动连接，以实现动力系统的二挡驱动。其中，第一电机的输出轴直接和第一主轴同轴连接，即第一电机可以在第一同步器的切换下，实现二挡驱动；第二电机的输出轴通过传动组件的第一传动齿轮连接至传动组件的传动轴，传动组件中的第二传动齿轮能通过第二同步器与传动轴连接或断开连接，而第二传动齿轮又是和第一齿轮系或第二齿轮系传动连接的，因此，通过传动组件就能将第二电机也接入第一齿轮系或第二齿轮系，从而使得两个电机能共用两个齿轮系，以节省成本。
同时，当仅需第一电机工作时，可以通过传动组件中的第二同步器断开传动轴和第一主轴之间的连接，从而切断动力传递，避免第一电机输出的动力传递至第二电机而拖曳第二电机转动耗能，改善动力损失的问题。
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纯电动车的动力系统的结构示意图；
图2是本公开实施例提供的另一种纯电动车的动力系统的结构示意图；
图3是本公开实施例提供的一种纯电动车的动力系统在单电机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纯电动车的动力系统在单电机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纯电动车的动力系统在单电机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纯电动车的动力系统在单电机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纯电动车的动力系统在双电机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纯电动车的动力系统在双电机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纯电动车的动力系统在倒车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纯电动车的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：
10、第一同步器；11、第一主轴；12、第二主轴；13、第一电机；14、第二电机；
2、第一齿轮系；21、第一齿轮系的输入齿轮；22、第一齿轮系的输出齿轮；
3、第二齿轮系；31、第二齿轮系的输入齿轮；32、第二齿轮系的输出齿轮；
41、传动轴；42、第一传动齿轮；43、第二传动齿轮；44、第二同步器；45、第三传动齿轮；
5、第三齿轮系；51、第三齿轮系的输入齿轮；52、第三齿轮系的输出齿轮；
61、单向离合器；62、第四传动齿轮；63、差速器；64、车轮；
7、供电组件；71、电池；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。
图1是本公开实施例提供的一种纯电动车的动力系统的结构示意图。如图1所示，该动力系统包括：第一同步器10、第一齿轮系2、第一主轴11、第二主轴12、第一电机13、第二电机14、传动轴41、第二传动齿轮43和第二同步器44。
第一主轴11和第二主轴12平行间隔分布，第一齿轮系2的输入齿轮活动套装在第一主轴11外，第一齿轮系2的输出齿轮固定套装在第二主轴12外。第一同步器10套装在第一主轴11外，第一同步器10用于与第一齿轮系2的输入齿轮连接或断开连接，第一电机13的输出轴与第一主轴11同轴连接，车轮64与第二主轴12传动连接。
传动轴41与第一主轴11平行间隔分布，且传动轴41与第二电机14的输出轴传动连接。第二传动齿轮43活动套装在传动轴41外，且第二传动齿轮43与第一齿轮系2的输入齿轮传动连接。第二同步器44套装在传动轴41外，第二同步器44用于与第二传动齿轮43连接或断开连接。
本公开实施例提供的纯电动车的动力系统中，第一齿轮系设置在第一主轴和第二主轴上，通过第一同步器控制第一主轴和第一齿轮系传动连接，能够将第一电机的动力引入第二主轴。第二同步器能将第二电机也接入第一齿轮系，再通过第一齿轮系引入第二主轴，从而使得两个电机能共用齿轮系，以节省成 本。通过第一同步器和第二同步器能够分别切断第一电机和第二电机的动力传递，避免拖曳，有利于改善动力损失的问题。
可选地，该动力系统还包括第二齿轮系3。第二齿轮系3的输入齿轮活动套装在第一主轴11外，且第二齿轮系3的输入齿轮位于第一同步器10远离第一齿轮系2的输入齿轮的一侧。第二齿轮系3的输出齿轮固定套装在第二主轴12外。第一同步器10还用于与第二齿轮系3的输入齿轮连接或断开连接，且第一同步器10至多与第一齿轮系2的输入齿轮和第二齿轮系3的输入齿轮中的一个连接。
第二齿轮系3与第一齿轮系2的传动比不同。通过设置第二齿轮系3，使得能够通过第一同步器10进行档位切换。
如图1所示，该动力系统还包括第三齿轮系5和单向离合器61。第三齿轮系5的输入齿轮与第二电机14的输出轴同轴连接。单向离合器61设置在第二主轴12上，且单向离合器61连接第三齿轮系5的输出齿轮和第二主轴12。
通过设置第三齿轮系5和单向离合器61，使得第二电机14的动力还能够通过第三齿轮系5输入到第二主轴12。采用单向离合器61，在第一电机13工作，而第二电机14不工作时，能够避免第一电机13传输至第二主轴12的动力通过第三齿轮系5传递至第二电机14，避免对第一电机13产生拖曳。
该动力系统还包括第一传动齿轮42，第一传动齿轮42固定套装在传动轴41外，且第一传动齿轮42与第三齿轮系5的输入齿轮传动连接。第一传动齿轮42与第三齿轮系5的输入齿轮相啮合，使第二电机14的动力能够传递至传动轴41。
如图1所示，该动力系统包括：第一同步器10、第一齿轮系2、第二齿轮系3、第一主轴11、第二主轴12、第一电机13、第二电机14和传动组件。
如图1所示，第一主轴11和第二主轴12平行间隔分布，第一齿轮系2的输入齿轮21活动套装在第一主轴11外，第一齿轮系2的输出齿轮22固定套装在第二主轴12外，第二齿轮系3的输入齿轮31活动套装在第一主轴11外，第二齿轮系3的输出齿轮32固定套装在第二主轴12外，第一同步器10套装在第一主轴11外，且位于第一齿轮系2的输入齿轮21和第二齿轮系3的输入齿轮31之间，第一电机13的输出轴与第一主轴11同轴连接，车轮64与第二主轴12传动连接。
其中，第一同步器10用于控制第一主轴11与第一齿轮系2的输入齿轮21或第二齿轮系3的输入齿轮31传动连接。
如图1所示，传动组件包括传动轴41、第一传动齿轮42、第二传动齿轮43和第二同步器44，第一传动齿轮42同轴套装在传动轴41外，第二传动齿轮43活动套装在传动轴41外，传动轴41与第一主轴11平行间隔分布，第一传动齿轮42与第二电机14的输出轴传动连接，第二传动齿轮43与第一齿轮系2的输入齿轮21或第二齿轮系3的输入齿轮31传动连接，第二同步器44套装在传动轴41外。
其中，第二同步器44用于控制第二传动齿轮43与传动轴41连接或断开。
本公开实施例提供的纯电动车的动力系统中，第一齿轮系2和第二齿轮系3均设置第一主轴11和第二主轴12上，并通过第一同步器10控制第一主轴11和第一齿轮系2或第二齿轮系3传动连接，以实现动力系统的二挡驱动。其中，第一电机13的输出轴直接和第一主轴11同轴连接，即第一电机13可以在第一同步器10的切换下，实现二挡驱动；第二电机14的输出轴通过传动组件的第一传动齿轮42连接至传动组件的传动轴41，传动组件中的第二传动齿轮43能通过第二同步器44与传动轴41连接或断开连接，而第二传动齿轮43又是和第一齿轮系2或第二齿轮系3传动连接的，因此，通过传动组件就能将第二电机14也接入第一齿轮系2或第二齿轮系3，从而使得两个电机能共用两个齿轮系，以节省成本。
同时，当仅需第一电机13工作时，可以通过传动组件中的第二同步器44断开传动轴41和第一主轴11之间的连接，从而切断动力传递，避免第一电机13输出的动力传递至第二电机14而拖曳第二电机14转动耗能，改善动力损失的问题。
图2是本公开实施例提供的另一种纯电动车的动力系统的结构示意图。如图2所示，该动力系统还包括第三传动齿轮45，第三传动齿轮45活动套装在传动轴41外，且第三传动齿轮45位于第二同步器44远离第二传动齿轮43的一侧。第三传动齿轮45与第二齿轮系3的输入齿轮传动连接。第二同步器44还用于与第三传动齿轮45连接或断开连接，且第二同步器44至多与第二传动齿轮43和第三传动齿轮45中的一个连接。
第三传动齿轮45与第二齿轮系3的输入齿轮的传动比不同于第二传动齿轮 43与第一齿轮系2的输入齿轮。通过设置第三传动齿轮45，从而能够通过第二同步器44改变档位。
第三传动齿轮45活动套装在传动轴41外，第二传动齿轮43与第一齿轮系2的输入齿轮21和第二齿轮系3的输入齿轮31中的一个传动连接，第三传动齿轮45与第一齿轮系2的输入齿轮21和第二齿轮系3的输入齿轮31中的另一个传动连接。例如，在图2中，第二传动齿轮43与第一齿轮系2的输入齿轮21传动连接，第三传动齿轮45与第二齿轮系3的输入齿轮31传动连接。
如图2所示，第二同步器44位于第二传动齿轮43和第三传动齿轮45之间，第一同步器10还用于控制第三传动齿轮45与传动轴41连接或断开连接制。
这样传动组件中的第二传动齿轮43和第三传动齿轮45分别和两个齿轮系传动连接，再通过第二同步器44控制第二传动齿轮43或第三传动齿轮45与传动轴41连接，就使得既能第二电机14接入第一齿轮系2也能接入第二齿轮系3，从而使得第二电机14也能实现二挡驱动，以节省成本。
可选地，如图1所示，动力系统还包括第三齿轮系5和单向离合器61，第三齿轮系5的输入齿轮51与第二电机14的输出轴同轴连接，第三齿轮系5的输入齿轮51与第一传动齿轮42传动连接，单向离合器61设置在第二主轴12上，且单向离合器61连接第三齿轮系5的输出齿轮52和第二主轴12。
通过设置第三齿轮系5使第二电机14除了与第一电机13公用第一齿轮系2和第二齿轮系3外，还可以接入第三齿轮系5，使第二电机14能实现更多的挡位模式。通过在第三齿轮系5和第二主轴12之间设置单向离合器61，可以避免仅需第一电机13工作时，通过单向离合器61的可以避免第一电机13的传输至第二主轴12的动力通过第三齿轮系5传递至第二电机14，以减少第一电机13工作时的拖曳损失，进一步降低能耗。
可选地，如图1所示，动力系统还包括第四传动齿轮62，第四传动齿轮62同轴套装在第二主轴12外，车轮64通过差速器63与第四传动齿轮62传动连接。本公开实施例中，差速器63的输入齿轮与安装在第二主轴12上的第四传动齿轮62啮合，从而能接收从第二主轴12传递而来的动力，以实现驱动车轮64转动的目的。
其中，差速器63能使与差速器63的输出轴连接的车轮64实现以不同转速转动。当汽车转弯行驶时，汽车的内侧车轮64和汽车的外侧车轮64的转弯半 径不同，外侧车轮64的转弯半径要大于内侧车轮64的转弯半径，这就要求在转弯时外侧车轮64的转速要高于内侧车轮64的转速，利用差速器63可以使两个车轮64以不同转速滚动，从而实现两个车轮64转速的差异。
可选地，如图1所示，供电组件7包括：电池71和两个逆变器72，两个逆变器72分别与电池71连接，第一电机13与两个逆变器72中的一个连接，第二电机14与两个逆变器72中的另一个连接。
通过设置两个逆变器72，其一用于连接电池71和第一电机13，其二用于连接电池71和第二电机14。其中，电池71为可充电电池71，逆变器72设置在电池71的输出电路上，用于将电池71输出的直流电转换成三相交流电后驱动第一电机13或第二电机14。
本公开实施例还提供了一种电动车，该电动车包括如图1或图2所示的纯电动车的动力系统。
本公开实施例还提供了一种纯电动车动力系统的控制方法，用于控制如图1或图2的纯电动车的动力系统。该方法包括：
控制第一同步器10与第一齿轮系2的输入齿轮相连，控制第二同步器44与第二传动齿轮43连接或断开连接。
第二同步器44与第二传动齿轮43连接时，第一电机13的动力和第二电机14的动力均能够通过第一齿轮系2传递至第二主轴12。第二同步器44与第二传动齿轮43断开连接时，第一电机13的动力能够通过第一齿轮系2传递至第二主轴12，并且不会拖拽第二电机14。
控制第一同步器10与第一齿轮系2的输入齿轮断开连接，控制第二同步器44与第二传动齿轮43连接。
此时第二电机14的动力能够通过第一齿轮系2传递至第二主轴12，并且不会拖拽第一电机13。
本公开实施例提供的一种纯电动车的动力系统能采用动力模式中的任意一种运行，动力模式包括单电机模式、双电机模式、倒车模式和能量回收模式。
以下对动力系统的不同动力模式的控制方法进行说明：
本公开实施例中，纯电动车的动力系统处于单电机模式时，能切换为三个挡位模式。
在本公开的一些实施例中，单电机模式为第一挡位模式时，该控制方法包 括：
控制第一电机13工作，控制第二电机14停机，控制第一同步器10使第一主轴11与第一齿轮系2的输入齿轮21传动连接，控制第二同步器44使第二传动齿轮43与传动轴41断开连接。
图3是本公开实施例提供的一种纯电动车的动力系统在单电机模式下的能量传递示意图。如图所示，第二电机14不工作，第一同步器10处于左位，第二同步器44使第二传动齿轮43与传动轴41断开连接，由第一电机13驱动车辆行驶。供电组件7放电，经过逆变器72将直流电转换为三相交流电后驱动第一电机13的输出轴旋转，第一电机13将电能转换为机械能传递给第一主轴11，经第一同步器10、第一齿轮系2、第二主轴12传递给车轮64，实现第一电机13单独第一挡位驱动车辆行驶模式。
在本公开的一些实施例中，单电机模式为第二挡位模式时，该控制方法包括：
控制第一电机13工作，控制第二电机14停机，控制第一同步器10使第一主轴11与第二齿轮系3的输入齿轮31传动连接，控制第二同步器44使第二传动齿轮43与传动轴41断开连接。
图4是本公开实施例提供的一种纯电动车的动力系统在单电机模式下的能量传递示意图。如图4所示，第二电机14不工作，第一同步器10处于右位，第二同步器44使第二传动齿轮43与传动轴41断开连接，由第一电机13驱动车辆行驶。供电组件7放电，经过逆变器72将直流电转换为三相交流电后驱动第一电机13的输出轴旋转，第一电机13将电能转换为机械能传递给第一主轴11，经第一同步器10、第二齿轮系3、第二主轴12传递给车轮64，实现第一电机13单独第二挡位驱动车辆行驶模式。
在本公开的一些实施例中，单电机模式为第一挡位模式时，该控制方法包括：
控制第一电机13停机，控制第二电机14工作，控制第一同步器10使第一主轴11与第一齿轮系2的输入齿轮21传动连接，控制第二同步器44使第二传动齿轮43与传动轴41连接。
图5是本公开实施例提供的一种纯电动车的动力系统在单电机模式下的能量传递示意图。如图5所示，第一电机13不工作，第一同步器10处于左位， 第二同步器44使第二传动齿轮43与传动轴41连接，由第二电机14驱动车辆行驶。供电组件7放电，经过逆变器72将直流电转换为三相交流电后驱动第二电机14主轴旋转，第二电机14将电能转换为机械能传递给传动轴41，经第二传动齿轮43、第一同步器10、第二齿轮系3和第二主轴12传递给车轮64，实现第二电机14单独第一挡位驱动车辆行驶模式。
在本公开的一些实施例中，单电机模式为三挡位模式时，该控制方法包括：
控制第一电机13停机，控制第二电机14工作，控制第一同步器10使第一主轴11与第一齿轮系2的输入齿轮21和第二齿轮系3的输入齿轮31均断开连接，控制第二同步器44使第二传动齿轮43与传动轴41断开连接。
图6是本公开实施例提供的一种纯电动车的动力系统在单电机模式下的能量传递示意图。如图6所示，第一电机13不工作，第一同步器10处于中位，第二同步器44使第二传动齿轮43与传动轴41断开连接，由第二电机14驱动车辆行驶。供电组件7放电，经过逆变器72将直流电转换为三相交流电后驱动第二电机14主轴旋转，第二电机14将电能转换为机械能传递给第三齿轮系5，经第二主轴12传递给车轮64，实现第二电机14单独第三挡位驱动车辆行驶模式。
本公开实施例中，纯电动车的动力系统处于双电机模式时，能切换为三个挡位模式。
在本公开的一些实施例中，双电机模式为第一挡位模式时，该控制方法包括：
控制第一电机13工作，控制第二电机14工作，控制第一同步器10使第一主轴11与第一齿轮系2的输入齿轮21传动连接，控制第二同步器44使第二传动齿轮43与传动轴41连接。
图7是本公开实施例提供的一种纯电动车的动力系统在双电机模式下的能量传递示意图。如图7所示，两个电机同时工作，第一同步器10处于左位，第二同步器44使第二传动齿轮43与传动轴41连接，由两个电机同时驱动车辆行驶。供电组件7放电，经过逆变器72将直流电转换为三相交流电后驱动第一电机13和第二电机14的输出轴旋转，第一电机13将电能转换为机械能传递给第一主轴11，经第一同步器10到第一齿轮系2，第二电机14将电能转换为机械能传递给传动轴41，经第一齿轮系2和第一同步器10在第一齿轮系2的输入齿 轮21处耦合后，经第二主轴12传递给车轮64，实现双电机在第一挡位驱动车辆行驶模式。
在本公开的一些实施例中，双电机模式为第二挡位模式时，该控制方法包括：
控制第一电机13工作，控制第二电机14工作，控制第一同步器10使第一主轴11与第二齿轮系3的输入齿轮31传动连接，控制第二同步器44使第二传动齿轮43与传动轴41连接。
图8是本公开实施例提供的一种纯电动车的动力系统在双电机模式下的能量传递示意图。如图8所示，两个电机同时工作，第一同步器10处于右位，第二同步器44使第二传动齿轮43与传动轴41连接，由两个电机同时驱动车辆行驶。供电组件7放电，经过逆变器72将直流电转换为三相交流电后驱动第一电机13和第二电机14的输出轴旋转，第一电机13将电能转换为机械能传递给第一主轴11，经第一同步器10到第二齿轮系3，第二电机14将电能转换为机械能传递给传动轴41，经第一齿轮系2传递至第二主轴12，两个电机的动力在第二主轴12耦合后，经第二主轴12传递给车轮64，实现双电机在第一挡位驱动车辆行驶模式。
本公开实施例中，纯电动车的动力系统处于倒车模式时，该控制方法包括：
控制第一电机13反转，控制第二电机14停机，控制第一同步器10使第一主轴11与第一齿轮系2的输入齿轮21或第二齿轮系3的输入齿轮31传动连接，控制第二同步器44使第二传动齿轮43与传动轴41断开连接。
图9是本公开实施例提供的一种纯电动车的动力系统在倒车模式下的能量传递示意图。如图9所示，此时电池放电，第一同步器10处于左位，第二同步器44使第二传动齿轮43与传动轴41断开连接，经过逆变器72将直流电转换为三相交流电后驱动第一电机13的输出轴反转，经第一主轴11、第一同步器10、第一齿轮系2、第二主轴12传递给车轮64，以控制车轮64反转，控制动力系统处于倒车模式。
本公开实施例中，纯电动车的动力系统处于能量回收模式时，该控制方法包括：
控制第一同步器10使第一主轴11与第一齿轮系2的输入齿轮21和第二齿轮系3的输入齿轮31均断开连接，控制第二同步器44使第二传动齿轮43与传 动轴41断开连接，控制第二电机14发电。即车辆滑行或者制动时，动力系统给车辆提供反向力矩，将车辆的部分动能经由第二电机14转换为电能，存入电池中备用。
图10是本公开实施例提供的一种纯电动车的动力系统在能量回收模式下的能量传递示意图。如图10所示，在滑行和制动工况下，第二电机14开启发电工作模式，整车动能通过车轮64、差速器63、第二主轴12，单向离合器61、第三齿轮系5，驱动第二电机14进行发电，最终将电能储存至电池中，实现能量回收功能。
需要说明的是，本公开实施例中也可以采用第一电机13作为能量回收的电机，控制方法可以包括：控制第一同步器10使第一主轴11与第一齿轮系2的输入齿轮21或第二齿轮系3的输入齿轮31传动连接，控制第二同步器44使第二传动齿轮43与传动轴41断开连接，控制第一电机13发电，这样第一电机13能在两种挡位模式下进行能量回收。
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. 一种纯电动车的动力系统，其特征在于，包括：第一同步器(10)、第一齿轮系(2)、第一主轴(11)、第二主轴(12)、第一电机(13)、第二电机(14)、传动轴(41)、第二传动齿轮(43)和第二同步器(44)；
    所述第一主轴(11)和所述第二主轴(12)平行间隔分布，所述第一齿轮系(2)的输入齿轮活动套装在所述第一主轴(11)外，所述第一齿轮系(2)的输出齿轮固定套装在所述第二主轴(12)外，所述第一同步器(10)套装在所述第一主轴(11)外，用于与所述第一齿轮系(2)的输入齿轮连接或断开连接，所述第一电机(13)的输出轴与所述第一主轴(11)同轴连接，车轮(64)与所述第二主轴(12)传动连接；
    所述传动轴(41)与所述第一主轴(11)平行间隔分布，且与所述第二电机(14)的输出轴传动连接，所述第二传动齿轮(43)活动套装在所述传动轴(41)外，且与所述第一齿轮系(2)的输入齿轮传动连接，所述第二同步器(44)套装在所述传动轴(41)外，用于与所述第二传动齿轮(43)连接或断开连接。
  2. 根据权利要求1所述的动力系统，其特征在于，还包括第二齿轮系(3)，所述第二齿轮系(3)的输入齿轮活动套装在所述第一主轴(11)外，且位于所述第一同步器(10)远离所述第一齿轮系(2)的输入齿轮的一侧，所述第二齿轮系(3)的输出齿轮固定套装在所述第二主轴(12)外，所述第一同步器(10)还用于与所述第二齿轮系(3)的输入齿轮连接或断开连接，且所述第一同步器(10)至多与所述第一齿轮系(2)的输入齿轮和所述第二齿轮系(3)的输入齿轮中的一个连接。
  3. 根据权利要求2所述的动力系统，其特征在于，还包括第三传动齿轮(45)，所述第三传动齿轮(45)活动套装在所述传动轴(41)外，且位于所述第二同步器(44)远离所述第二传动齿轮(43)的一侧，所述第三传动齿轮(45)与所述第二齿轮系(3)的输入齿轮传动连接；
    所述第二同步器(44)还用于与所述第三传动齿轮(45)连接或断开连接，且所述第二同步器(44)至多与所述第二传动齿轮(43)和所述第三传动齿轮 (45)中的一个连接。
  4. 根据权利要求1所述的动力系统，其特征在于，还包括第三齿轮系(5)和单向离合器(61)，所述第三齿轮系(5)的输入齿轮与所述第二电机(14)的输出轴同轴连接，所述单向离合器(61)设置在所述第二主轴(12)上，且所述单向离合器(61)连接所述第三齿轮系(5)的输出齿轮和所述第二主轴(12)。
  5. 根据权利要求4所述的动力系统，其特征在于，还包括第一传动齿轮(42)，所述第一传动齿轮(42)固定套装在所述传动轴(41)外，且与所述第三齿轮系(5)的输入齿轮传动连接。
  6. 根据权利要求1～5任一项所述的动力系统，其特征在于，所述动力系统还包括供电组件(7)，所述供电组件(7)包括：电池(71)和两个逆变器(72)，两个所述逆变器(72)分别与所述电池(71)连接，所述第一电机(13)与两个所述逆变器(72)中的一个连接，所述第二电机(14)与两个所述逆变器(72)中的另一个连接。
  7. 根据权利要求1～5任一项所述的动力系统，其特征在于，还包括第四传动齿轮(62)，所述第四传动齿轮(62)同轴套装在所述第二主轴(12)外，且与所述车轮(64)传动连接。
  8. 根据权利要求7所述的动力系统，其特征在于，还包括差速器(63)，所述第四传动齿轮(62)通过所述差速器(63)与所述车轮(64)传动连接。
  9. 一种电动车，其特征在于，包括如权利要求1～8任一项所述的纯电动车的动力系统。
  10. 一种纯电动车动力系统的控制方法，其特征在于，用于控制如权利要求1～8任一项所述的纯电动车的动力系统，所述方法包括：
    控制所述第一同步器(10)与所述第一齿轮系(2)的输入齿轮相连，控制 所述第二同步器(44)与所述第二传动齿轮(43)连接或断开连接；或者，
    控制所述第一同步器(10)与所述第一齿轮系(2)的输入齿轮断开连接，控制所述第二同步器(44)与所述第二传动齿轮(43)连接。
PCT/CN2022/070299 2021-07-28 2022-01-05 纯电动车的动力系统和控制方法、混合动力车 Ceased WO2023005153A1 (zh)

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