WO2023040136A1 - 变速箱、混合动力总成和车辆 - Google Patents

变速箱、混合动力总成和车辆 Download PDF

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Publication number
WO2023040136A1
WO2023040136A1 PCT/CN2022/070506 CN2022070506W WO2023040136A1 WO 2023040136 A1 WO2023040136 A1 WO 2023040136A1 CN 2022070506 W CN2022070506 W CN 2022070506W WO 2023040136 A1 WO2023040136 A1 WO 2023040136A1
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WIPO (PCT)
Prior art keywords
power
transmission shaft
power transmission
engine
gear
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PCT/CN2022/070506
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English (en)
French (fr)
Inventor
陈希
周之光
孟凡磊
Original Assignee
奇瑞汽车股份有限公司
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Publication of WO2023040136A1 publication Critical patent/WO2023040136A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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
    • 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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
    • B60K6/365—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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 with the gears having orbital motion
    • 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 driveline clutches
    • 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 application relates to the technical field of hybrid vehicles, in particular to a gearbox, a hybrid powertrain and a vehicle.
  • hybrid power systems Major automobile companies are actively researching and developing hybrid power systems, especially the integrated development of special hybrid transmissions.
  • most of the hybrid power systems on the market are developed on the basis of traditional automatic transmissions, and the motors are simply integrated into AT (hydraulic automatic transmission), AMT (electrically controlled mechanical automatic transmission), CVT (The front end or rear end of a gearbox such as a mechanical continuously variable automatic transmission) or a DCT (dual clutch transmission) constitutes a hybrid transmission.
  • AT hydraulic automatic transmission
  • AMT electrically controlled mechanical automatic transmission
  • CVT The front end or rear end of a gearbox such as a mechanical continuously variable automatic transmission
  • DCT dual clutch transmission
  • the present application provides a gearbox, a hybrid powertrain and a vehicle.
  • the first aspect of the present application is to provide a gearbox, which includes a first motor, a selection control assembly, a first power transmission shaft, a second power transmission shaft, a power generation device, and a power output assembly;
  • an engine of the vehicle is connected to at most two of the first propeller shaft and the second propeller shaft through the selective control assembly;
  • the first power transmission shaft is connected to the first motor
  • the second power transmission shaft is connected to the power generation equipment, and the power generation equipment is connected to the first motor;
  • the power output assembly is connected to the first power transmission shaft.
  • the selection control assembly includes a first clutch and a second clutch
  • the first end of the first clutch is connected to the engine, and the second end is connected to the first power transmission shaft;
  • the first end of the second clutch is connected with the engine, and the second end is connected with the second power transmission shaft.
  • both the first end of the first clutch and the first end of the second clutch are connected to the crankshaft of the engine.
  • the selection control assembly includes a third clutch and a synchronizer
  • the first end of the third clutch is connected to the engine, and the second end is connected to one of the first power transmission shaft and the second power transmission shaft;
  • the synchronizer includes an engaging sleeve and a ring gear, the engaging sleeve is connected with the engine, and the ring gear is connected with the other of the first power transmission shaft and the second power transmission shaft.
  • the selection control assembly further includes a first reduction gear, a second reduction gear and a third power transmission shaft;
  • the first reduction gear is fixed on the crankshaft of the engine
  • the second reduction gear meshes with the first reduction gear, and the second reduction gear has more teeth than the first reduction gear;
  • the third power transmission shaft is connected with the second reduction gear and the sleeve of the synchronizer.
  • the first electrical machine has a work mode and a power generation mode
  • the first power transmission shaft is the output shaft of the first motor.
  • the power generating equipment is a second motor
  • the second power transmission shaft is an output shaft of the second motor
  • the power output assembly includes a first gear, a second gear, an intermediate shaft, a third gear and a differential;
  • the first gear is fixed on the first power transmission shaft
  • the second gear meshes with the first gear, and both the second gear and the third gear are fixed on the intermediate shaft;
  • the differential meshes with the third gear.
  • a second aspect of the present application is to provide a hybrid powertrain, which includes an engine and the gearbox described in the first aspect.
  • the hybrid powertrain includes a wheel assembly including a wheel drive shaft and two wheels;
  • the wheel drive shaft is connected to the power output assembly in the gearbox;
  • the two wheels are respectively connected to the two ends of the wheel drive shaft.
  • the hybrid powertrain includes a power supply assembly, and the power supply assembly is electrically connected to the first electric machine in the gearbox.
  • the power supply assembly includes a battery pack and a current converter, the battery pack is electrically connected to the current converter, the current converter is electrically connected to the first motor, and the current converter is connected to the electrical connection to the power generating equipment in the gearbox described above.
  • the third aspect of the present application is to provide a vehicle, the vehicle includes a controller and the hybrid powertrain described in the second aspect, the controller is connected with the first electric motor in the hybrid powertrain, and the selection control The components, power generating equipment and engine are electrically connected respectively.
  • Fig. 1 is a schematic structural diagram of the first hybrid powertrain provided by the embodiment of the present application.
  • Fig. 2 is a working schematic diagram of the direct drive mode of the engine provided by the embodiment of the present application;
  • Fig. 3 is a schematic diagram of the operation of the pure electric mode provided by the embodiment of the present application.
  • Fig. 4 is a working diagram of the first hybrid mode provided by the embodiment of the present application.
  • Fig. 5 is a working schematic diagram of the second hybrid mode provided by the embodiment of the present application.
  • Fig. 6 is a working schematic diagram of the third hybrid mode provided by the embodiment of the present application.
  • Fig. 7 is a working schematic diagram of the energy recovery mode provided by the embodiment of the present application.
  • Fig. 8 is a schematic structural diagram of the second hybrid powertrain provided by the embodiment of the present application.
  • the embodiment of the present application provides a gearbox, which has a simple and compact structure and is easy to control.
  • the gearbox 1 provided by the embodiment of the present application includes a housing, a first motor 11, a selection control assembly 12, a first power transmission shaft 13, a second power transmission shaft 14, a power generation device 15 and a power output assembly 16 , the first motor 11, the selection control assembly 12, the first power transmission shaft 13, the second power transmission shaft 14, the power generation device 15 and the power output assembly 16 are all located inside the casing.
  • the engine 2 of the vehicle is connected with at most two of the first power transmission shaft 13 and the second power transmission shaft 14 through the selection control assembly 12; the first power transmission shaft 13 is connected with the first motor 11; the second power transmission shaft 14 is connected to the power generation equipment 15, and the power generation equipment 15 is connected to the first motor 11; the power output assembly 16 is connected to the first power transmission shaft 13.
  • the power source first motor 11 is integrated inside the gearbox 1, and cooperates with the engine 2 of the vehicle so that the vehicle has two power sources, and these two power sources can work independently Thereby providing power to the vehicle, can also work together to provide power to the vehicle.
  • the selection control component 12 is a structure for controlling whether the power of the engine 2 is output outward, and determining the direction of power output when outputting outward. "The engine 2 of the vehicle is connected to at most two of the first power transmission shaft 13 and the second power transmission shaft 14 through the selection control assembly 12" in the embodiment of the present application means that the engine 2 can be connected with the selection control assembly 12
  • the first power transmission shaft 13 and the second power transmission shaft 14 are not connected, and can also be connected with any one of the first power transmission shaft 13 and the second power transmission shaft 14 by selecting the control assembly 12, or can also be connected by selecting the control assembly 12 is connected with the first power transmission shaft 13 and the second power transmission shaft 14.
  • the first motor 11 can be used as the only power source, that is, only the power output by the first motor 11 is transmitted to the power output shaft, so as to drive the vehicle.
  • the power output by the engine 2 can be transmitted to the power output shaft through the first power transmission shaft 13, so that the power of the engine 2 can be used to drive the vehicle.
  • the power output by the engine 2 can be transmitted to the power generation device 15 through the second power transmission shaft 14, and the power generation device 15 is driven to convert mechanical energy into electrical energy, thereby generating electricity
  • the device 15 is able to store the converted electrical energy or to power the first electric machine 11 .
  • the engine 2 When the engine 2 is connected to the first power transmission shaft 13 and the second power transmission shaft 14 through the selection control assembly 12, the engine 2 can output power to the power output shaft on the one hand for driving the vehicle, and on the other hand can also The power is output to the power generation equipment 15, and the power generation equipment 15 is driven to generate energy storage or supply power.
  • the first motor 11 of the power source is integrated inside the gearbox 1, so that the first motor 11 cooperates with the engine 2 of the vehicle to realize a single power source to drive the vehicle Driving or dual power sources drive the vehicle together, and the power output of the engine 2 can be adjusted by selecting the control module 12, so as to meet the driving needs of the vehicle under different working conditions and reduce the energy consumption of the vehicle; and the gearbox 1 also includes a generator The device 15 is used to ensure that the power supply of the first motor 11 is sufficient. Therefore, the gearbox 1 provided by the embodiment of the present application has a compact structure and is easy to control.
  • the selection control assembly 12 includes a first clutch 121 and a second clutch 122, the first end of the first clutch 121 is connected to the engine 2, and the second end is connected to the first force transmission
  • the shaft 13 is connected; the first end of the second clutch 122 is connected with the engine 2 , and the second end is connected with the second power transmission shaft 14 .
  • Both the first clutch 121 and the second clutch 122 have two states of engagement and disengagement.
  • the engine 2 is connected with the first power transmission shaft 13 through the first clutch 121, when the first clutch 121 is in a combined state, the power output by the engine 2 can be output to the first power transmission shaft 13 through the first clutch 121; When the clutch 121 is in the disengaged state, the power output by the engine 2 cannot be output to the first power transmission shaft 13 .
  • the first clutch 121 includes a first driving part and a first driven part, the first driving part is connected with the engine 2 , and the first driven part is connected with the first power transmission shaft 13 .
  • the first active part is connected with the first driven part, and the first active part rotates with the engine 2 and drives the first driven part to rotate synchronously; in the disconnected state, the first active part and the first driven part
  • the driven part is not connected, the first active part rotates with the engine 2, the first driven part does not rotate or does not rotate due to the driving of the first active part.
  • the engine 2 is connected to the second power transmission shaft 14 through the second clutch 122.
  • the second clutch 122 When the second clutch 122 is engaged, the power output by the engine 2 can be output to the second power transmission shaft 14 through the second clutch 122, thereby driving the power generation equipment 15 to generate electricity; when the second clutch 122 is in the disengaged state, the power output by the engine 2 cannot be output to the second power transmission shaft 14, and the power generating equipment 15 does not generate electricity.
  • the second clutch 122 includes a second driving part and a second driven part, the second driving part is connected with the engine 2 , and the second driven part is connected with the second power transmission shaft 14 .
  • the second active part is connected with the second driven part, and the second active part rotates with the engine 2 and drives the second driven part to rotate synchronously; in the disconnected state, the second active part and the second driven part
  • the driven part is not connected, the second active part rotates with the engine 2, and the second driven part does not rotate.
  • both the first end of the first clutch 121 and the first end of the second clutch 122 are connected to the crankshaft of the engine 2 .
  • the first end of the first clutch 121 and the first end of the second clutch 122 rotate synchronously.
  • the "synchronous rotation” mentioned in the embodiment of the present application refers to rotation at the same angular velocity.
  • the selection control assembly may also include a third clutch 123 and a synchronizer 124; the first end of the third clutch 123 is connected to the engine 2, and the second end is connected to the first One of the power transmission shaft 13 and the second power transmission shaft 14 is connected; the synchronizer 124 includes an adapter sleeve 1241 and a ring gear 1242, the engagement sleeve 1241 is connected with the engine 2, and the ring gear 1242 is connected with the first power transmission shaft 13 and the second power transmission shaft 1242. Another connection in the force shaft 14.
  • the third clutch 123 has two states of engagement and disengagement, and these two states can be switched arbitrarily under the control of the vehicle.
  • the first end and the second end of the third clutch 123 are connected together by friction, so that when the first end rotates with the engine 2, the second end also rotates synchronously;
  • the first end and the second end of the three clutches 123 are not connected, the first end rotates with the engine 2, and the second end does not rotate or does not rotate due to the driving of the first end.
  • the engine 2 is connected with the first power transmission shaft 13 through the third clutch 123, when the third clutch 123 is in a combined state, the power output by the engine 2 can be output to the first power transmission shaft 13 through the third clutch 123; When the clutch 123 is in the disengaged state, the power output by the engine 2 cannot be output to the first power transmission shaft 13 .
  • the synchronizer 124 has two states of connection and separation, and these two states can also be switched arbitrarily under the control of the vehicle.
  • the outside of the sleeve 1241 is provided with external teeth along the circumference
  • the inside of the ring gear 1242 is provided with internal teeth along the circumference.
  • the outer teeth on the upper mesh with the inner teeth of the ring gear 1242, so that the sleeve 1241 and the ring gear 1242 are connected together.
  • the ring gear 1242 When the sleeve 1241 rotates with the engine 2, the ring gear 1242 also rotates synchronously;
  • the adapter sleeve 1241 of the device 124 is not connected to the ring gear 1242, the adapter sleeve 1241 rotates with the engine 2, the ring gear 1242 does not rotate or does not rotate due to the drive of the adapter sleeve 1241.
  • the engine 2 is also connected to the second power transmission shaft 14 through the synchronizer 124.
  • the coupling sleeve 1241 and the ring gear 1242 of the synchronizer 124 are connected together, the power output by the engine 2 can be output to the second power transmission shaft through the synchronizer 124. 14, and then drive the power generation device 15 to generate electricity; when the second clutch 122 is in the disconnected state, the power output by the engine 2 cannot be output to the second power transmission shaft 14, and the power generation device 15 does not generate power.
  • the first end of the third clutch 123 and the connecting sleeve of the synchronizer may both be connected to the crankshaft of the engine 2 .
  • the first end of the third clutch 123 and the sleeve 1241 of the synchronizer 124 rotate synchronously.
  • the output speed of the engine may be decelerated and then transmitted to the coupling sleeve of the synchronizer.
  • the selection control assembly 12 also includes a first reduction gear 125 , a second reduction gear 126 and a third power transmission shaft 127 ;
  • the first reduction gear 125 is fixed on the crankshaft of the engine 2 ;
  • a reduction gear 125 meshes, and the second reduction gear 126 has more teeth than the first reduction gear 125 ;
  • the third power transmission shaft 127 is connected with the second reduction gear 126 and the coupling sleeve 1241 of the synchronizer 124 .
  • an acceleration gear set may also be arranged after the synchronizer 124 .
  • a first speed-up gear can be arranged on the first power transmission shaft 13, and the power output assembly 16 includes a second speed-up gear, the second speed-up gear meshes with the first speed-up gear, and the number of teeth of the second speed-up gear is less than that of the first speed-up gear number of teeth.
  • the first motor 11 has a working mode and a power generation mode, and the first power transmission shaft 13 is an output shaft of the first motor 11 .
  • the first motor 11 When the first motor 11 is in the working mode, the first motor 11 is used to convert electrical energy into mechanical energy; when the first motor 11 is in the generating mode, the first motor 11 is used to convert mechanical energy into electrical energy.
  • the power generating device 15 can be a second motor, and the second power transmission shaft 14 is the output shaft of the second motor, wherein, when the power generating device 15 is a second motor, the second motor has a power generation mode and working mode. In the power generation mode, the second motor converts mechanical energy into electrical energy; in the working mode, the second motor converts electrical energy into mechanical energy.
  • the power output assembly 16 includes a first gear 161 , a second gear 162 , an intermediate shaft 163 , a third gear 164 and a differential 165 .
  • the first gear 161 is fixed on the first power transmission shaft 13; the second gear 162 meshes with the first gear 161, and the second gear 162 and the third gear 164 are fixed on the intermediate shaft 163; Three gears 164 mesh.
  • the first gear 161 can rotate synchronously with the first power transmission shaft 13 , so as to sequentially transmit the power on the first power transmission shaft 13 to the second gear 162 , the intermediate shaft 163 , the third gear 164 and the differential 165 .
  • the differential 165 is typically fixed to the wheel drive shafts 31 of the vehicle to transmit power to the wheels 32 .
  • the differential 165 enables the left and right wheels or the front and rear wheels of the vehicle to rotate at different rotational speeds.
  • the first motor 11 of the power source is integrated inside the gearbox 1, so that the first motor 11 cooperates with the engine 2 of the vehicle to realize a single power source to drive the vehicle Driving or dual power sources drive the vehicle together, and the power output of the engine 2 can be adjusted by selecting the control module 12, so as to meet the driving needs of the vehicle under different working conditions and reduce the energy consumption of the vehicle; and the gearbox 1 also includes a generator The device 15 is used to ensure that the power supply of the first motor 11 is sufficient. Therefore, the gearbox 1 provided by the embodiment of the present application has a compact structure and is easy to control.
  • the embodiment of the present application also provides a hybrid powertrain.
  • the hybrid powertrain includes an engine 2 and the above-mentioned gearbox 1 .
  • the hybrid powertrain includes a wheel assembly 3, and the wheel assembly 3 includes a wheel drive shaft 31 and two wheels 32; the wheel drive shaft 31 is connected with the power output assembly 16 in the gearbox 1; The wheels 32 are respectively connected to both ends of the wheel drive shaft 31 .
  • the wheel drive shaft 31 can be connected with the differential gear 165 in the power output assembly 16 .
  • the hybrid powertrain includes a power supply assembly 4 , and the power supply assembly 4 is electrically connected to the first motor 11 in the gearbox 1 .
  • the power component 4 when the first motor 11 is in the working mode, the power component 4 is used to supply power to the first motor 11; when the first motor 11 is in the generating mode, the power component 4 is used to store the electric energy converted by the first motor 11.
  • the power supply assembly 4 may include a battery pack 41 and a current converter, the battery pack 41 is electrically connected to the current converter, the current converter is electrically connected to the first motor 11 , and the current converter is connected to the power generation equipment in the gearbox 1 15 electrical connection.
  • the current converter may include at least one of an inverter and a rectifier, wherein the inverter is used to convert the DC power in the battery pack 41 into constant frequency and constant voltage or frequency-adjusted and voltage-regulated alternating current, and the rectifier is used to convert the first motor 11 Or the alternating current energy transformed by the second electric motor is converted into direct current electric energy, thereby being stored in the battery pack 41 .
  • the battery pack 41 may be, for example, a storage battery pack 41 or a fuel cell pack 41 .
  • the hybrid powertrain provided by the embodiment of the present application has two power sources, which can realize the driving of the vehicle driven by a single power source or the driving of the vehicle jointly by two power sources, and can be adjusted through the selection control component 12 in the gearbox 1
  • the power output of the engine 2 so as to meet the driving needs of the vehicle under different working conditions, and reduce the energy consumption of the vehicle; and the power assembly also includes a power generation device 15 to ensure sufficient power supply for the first motor 11. Therefore, the hybrid powertrain provided by the embodiment of the present application has a compact structure, is easy to control, and has high hybrid efficiency, which is helpful for the integrated design of the hybrid gearbox 1 .
  • the embodiment of the present application also provides a vehicle, the vehicle includes a controller and the above-mentioned hybrid powertrain, the controller and the first motor 11 in the hybrid powertrain, the selection control assembly 12, the power generation equipment 15 and The engines 2 are electrically connected respectively.
  • the controller can control the vehicle to switch to the corresponding operation mode according to the current vehicle state, and adjust the states of the first motor 11 , the selection control assembly 12 , the power generation device 15 and the engine 2 according to the corresponding operation mode.
  • the current vehicle state includes at least the current accelerator pedal opening, the current brake pedal opening, the current power battery power, the current vehicle speed and the current working condition;
  • the corresponding operating modes may include: engine direct drive mode, pure electric mode, the first hybrid power mode, second hybrid mode, third hybrid mode and energy recuperation mode.
  • the controller controls the engine 2 to work, controls the first motor 11 and the power generation equipment 15 to not work, controls the first clutch 121 to be in the engaged state, and controls the second clutch 122 to be in the disconnected state, so that the vehicle is in the engine-direct state. drive mode.
  • the power output by the engine 2 passes through the first clutch 121, the first power transmission shaft 13, the first gear 161, the second gear 162, the intermediate shaft 163, the third gear 164, the differential 165 and the wheel drive shaft 31 in sequence, Finally passed to the wheel 32.
  • the engine direct drive mode is usually suitable for high-speed working conditions. At this time, if the first motor 11 is used for driving, the power consumption will be high. If the engine 2 is used for direct driving, the power consumption can be reduced.
  • the controller controls the engine 2 not to work, controls the first motor 11 to work, controls the power generation equipment 15 to not work, controls the first clutch 121 to be in the disconnected state, and controls the second clutch 122 to be in the disconnected state, so that the vehicle in pure electric mode.
  • the battery pack 41 is discharged, so that the power output by the first motor 11 passes through the first power transmission shaft 13, the first gear 161, the second gear 162, the intermediate shaft 163, the third gear 164, the differential 165 and the wheel drive in sequence.
  • the shaft 31 is finally transmitted to the wheels 32 .
  • this mode is also used when the vehicle needs to be reversed, and the rotation direction of the first motor 11 is opposite to the rotation direction of the first motor 11 when the vehicle is running forward.
  • the pure electric mode is generally suitable for urban working conditions, at this time, using the first electric motor 11 to drive can reduce congestion and power consumption during parking and waiting.
  • the controller controls the engine 2 to work, controls the first motor 11 to work, controls the power generation equipment 15 to generate electricity, controls the first clutch 121 to be in the disconnected state, and controls the second clutch 122 to be in the engaged state, so that the vehicle is in the first state.
  • Hybrid mode As shown in Figure 4, the controller controls the engine 2 to work, controls the first motor 11 to work, controls the power generation equipment 15 to generate electricity, controls the first clutch 121 to be in the disconnected state, and controls the second clutch 122 to be in the engaged state, so that the vehicle is in the first state.
  • the engine 2 outputs power to the power generation equipment 15, and the power generation equipment 15 converts the mechanical energy output by the engine 2 into electric energy, and uses the converted electric energy to supply power to the first motor 11, which drives the first motor 11 to output power, and the first motor 11 outputs
  • the power of the drive shaft passes through the first power transmission shaft 13 , the first gear 161 , the second gear 162 , the countershaft 163 , the third gear 164 , the differential 165 and the wheel drive shaft 31 in sequence, and is finally transmitted to the wheels 32 .
  • the excess electric energy can also be stored in the battery pack 41;
  • the battery pack 41 can also supply power to the first motor 11 for electric energy compensation.
  • the first hybrid power mode is generally applicable to the working condition of insufficient electric power.
  • the engine 2 can be operated in the optimal power consumption zone, thereby driving the power generation device 15 to generate electricity, and the electric energy converted by the power generation device 15 is sent to the first motor 11 for driving. .
  • the controller controls the engine 2 to work, controls the first motor 11 to work, controls the power generation equipment 15 to generate electricity, controls the first clutch 121 to be in the engaged state, and controls the second clutch 122 to be in the engaged state, so that the vehicle is in the second hybrid state. power mode.
  • the mechanical energy output by the engine 2 a part is transmitted to the first power transmission shaft 13 through the first clutch 121, and the other part is transmitted to the power generation equipment 15, and the mechanical energy output by the engine 2 is converted into electrical energy by the power generation equipment 15, and the converted
  • the electric energy of the first motor 11 is powered to drive the first motor 11 to output power.
  • the power output by the first motor 11 merges with a part of the mechanical energy output by the engine 2 at the first power transmission shaft 13, and passes through the first gear 161, the second The second gear 162 , the intermediate shaft 163 , the third gear 164 , the differential 165 and the wheel drive shaft 31 are finally transmitted to the wheels 32 .
  • the excess electric energy can also be stored in the battery pack 41;
  • the battery pack 41 can also supply power to the first motor 11 for electric energy compensation.
  • the second hybrid mode is generally applicable to the case of a vehicle with high torque or rapid acceleration. At this time, both the engine 2 and the first motor 11 are working, and the vehicle is driven by dual power sources.
  • the controller controls the engine 2 to work, controls the first motor 11 to work, the power generation equipment 15 is the second motor, controls the second motor to work, controls the first clutch 121 to be in the engaged state, and controls the second clutch 122 to be in the engaged state state, so that the vehicle is in the third hybrid mode.
  • the mechanical energy output by the engine 2 is transmitted to the first power transmission shaft 13 through the first clutch 121; 13 place is combined with the mechanical energy output by the engine 2, and the power output by the second motor passes through the second power transmission shaft 14, the second clutch 122, and the first clutch 121, and is connected with the engine 2 and the first motor 11 at the first power transmission shaft 13.
  • the output power is combined, and sequentially pass through the first gear 161 , the second gear 162 , the intermediate shaft 163 , the third gear 164 , the differential 165 and the wheel drive shaft 31 , and finally transmit to the wheels 32 .
  • the excess electric energy can also be stored in the battery pack 41;
  • the battery pack 41 can also supply power to the first motor 11 for electric energy compensation.
  • the second hybrid mode is generally applicable to the case of a vehicle with high torque or rapid acceleration. At this time, both the engine 2 and the first motor 11 are working, and the vehicle is driven by dual power sources.
  • the controller controls the engine 2 not to work, controls the first motor 11 to be in the power generation mode, controls the power generation equipment 15 to not work, controls the first clutch 121 to be in the disconnected state, and controls the second clutch 122 to be in the disconnected state,
  • the vehicle is thus in recuperation mode.
  • the reverse torque output by the wheels 32 passes through the wheel drive shaft 31, the differential 165, the third gear 164, the intermediate shaft 163, the second gear 162, the first gear 161 and the first gear in sequence.
  • the power transmission shaft 13 is finally transmitted to the first motor 11, and the first motor 11 converts the braked kinetic energy into electrical energy, and stores it in the battery pack 41 for backup.
  • the energy recovery mode is usually suitable for coasting and braking conditions.
  • the vehicle can recover part of the kinetic energy and convert it into electrical energy storage to provide energy for the subsequent operation of the vehicle, thereby increasing the cruising range of the vehicle.

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  • Chemical & Material Sciences (AREA)
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Abstract

本申请公开了一种变速箱、混合动力总成和车辆，变速箱（1）包括第一电机（11）、选择控制组件（12）、第一传力轴（13）、第二传力轴（14）、发电设备（15）和动力输出组件（16）；发动机（2）通过选择控制组件（12）与第一传力轴（13）和第二传力轴（14）中的至多两个相连；第一传力轴（13）与第一电机（11）相连；第二传力轴（14）与发电设备（15）相连，发电设备（15）与第一电机（11）相连；动力输出组件（16）与第一传力轴（13）相连。本申请公开的变速箱结构简单紧凑，易于控制。

Description

变速箱、混合动力总成和车辆
本申请要求于2021年9月16日提交的申请号为202122253608.3、实用新型名称为“变速箱和混合动力总成”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
本申请涉及混合动力车辆技术领域，具体涉及一种变速箱、混合动力总成和车辆。
背景技术
随着汽车使用量的不断加大，汽车尾气污染已经成为城市空气污染的主要来源。为降低燃油车辆的汽车尾气对环境的影响，越来越多的新能源汽车走入消费者的视野。混合动力汽车以其优越的节能减排以及较为出色的用户体验，逐渐得到了市场的青睐。
各大汽车企业都在积极地研发混合动力系统，尤其是混合动力专用变速箱的集成开发。但是目前市场上的混合动力系统多是在传统的自动变速箱的基础上进行的开发，将电机简单的集成在AT(液力自动变速箱)、AMT(电控机械自动变速箱)、CVT(机械无级自动变速箱)或者DCT(双离合变速器)等变速箱的前端或者后端，构成混合动力变速箱。
但是这种类型的混合动力变速箱尺寸过大，结构过于复杂，控制难度大。
发明内容
有鉴于此，本申请提供了一种变速箱、混合动力总成和车辆。
本申请具体采用如下技术方案：
本申请的第一方面是提供了一种变速箱，所述变速箱包括第一电机、选择控制组件、第一传力轴、第二传力轴、发电设备和动力输出组件；
车辆的发动机通过所述选择控制组件与所述第一传力轴和所述第二传力轴中的至多两个相连；
所述第一传力轴与所述第一电机相连；
所述第二传力轴与所述发电设备相连，所述发电设备与所述第一电机相连；
所述动力输出组件与所述第一传力轴相连。
可选地，所述选择控制组件包括第一离合器和第二离合器；
所述第一离合器的第一端与所述发动机连接，第二端与所述第一传力轴连接；
所述第二离合器的第一端与所述发动机连接，第二端与所述第二传力轴连接。
可选地，所述第一离合器的第一端和所述第二离合器的第一端均连接在所述发动机的曲轴上。
可选地，所述选择控制组件包括第三离合器和同步器；
所述第三离合器的第一端与所述发动机连接，第二端与所述第一传力轴和所述第二传力轴中的一个连接；
所述同步器包括接合套和齿圈，所述接合套与所述发动机连接，所述齿圈与所述第一传力轴和所述第二传力轴中的另一个连接。
可选地，所述选择控制组件还包括第一减速齿轮、第二减速齿轮和第三传力轴；
所述第一减速齿轮固定在所述发动机的曲轴上；
所述第二减速齿轮与所述第一减速齿轮啮合，所述第二减速齿轮的齿数多于所述第一减速齿轮的齿数；
所述第三传力轴与所述第二减速齿轮和所述同步器的接合套连接。
可选地，所述第一电机具有工作模式和发电模式；
所述第一传力轴为所述第一电机的输出轴。
可选地，所述发电设备为第二电机，所述第二传力轴为所述第二电机的输出轴。
可选地，所述动力输出组件包括第一齿轮、第二齿轮、中间轴、第三齿轮和差速器；
所述第一齿轮固定在所述第一传力轴上；
所述第二齿轮与所述第一齿轮啮合，所述第二齿轮和所述第三齿轮均固定在所述中间轴上；
所述差速器与所述第三齿轮啮合。
本申请的第二方面是提供了一种混合动力总成，所述混合动力总成包括发动机和第一方面所述的变速箱。
可选地，所述混合动力总成包括车轮组件，所述车轮组件包括车轮驱动轴和两个车轮；
所述车轮驱动轴与所述变速箱中的动力输出组件相连；
两个所述车轮分别连接在所述车轮驱动轴的两端。
可选地，所述混合动力总成包括电源组件，所述电源组件与所述变速箱中的第一电机电连接。
可选地，所述电源组件包括电池组和电流转换器，所述电池组与所述电流转换器电连接，所述电流转换器与所述第一电机电连接，所述电流转换器与所述变速箱中的发电设备电连接。
本申请的第三方面是提供了一种车辆，所述车辆包括控制器和第二方面所述的混合动力总成，所述控制器与所述混合动力总成中的第一电机、选择控制组件、发电设备和发动机分别电连接。
附图说明
为了更清楚地说明本申请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申请的一些实施例，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是本申请实施例提供的第一种混合动力总成的结构示意图；
图2是本申请实施例提供的发动机直驱模式工作示意图；
图3是本申请实施例提供的纯电动模式工作示意图；
图4是本申请实施例提供的第一混合动力模式工作示意图；
图5是本申请实施例提供的第二混合动力模式工作示意图；
图6是本申请实施例提供的第三混合动力模式工作示意图；
图7是本申请实施例提供的能量回收模式工作示意图；
图8是本申请实施例提供的第二种混合动力总成的结构示意图。
具体实施方式
为使本申请的技术方案和优点更加清楚，下面将结合附图对本申请实施方式作进一步地详细描述。
随着汽车使用量的不断加大，汽车尾气污染已经成为城市空气污染的主要来源。为了减少燃油车辆的汽车尾气对环境的影响，越来越多的新能源汽车走入消费者的视野。混合动力汽车以其优越的节能减排以及较为出色的用户体验，逐渐得到了市场的青睐。
各大汽车企业都在积极地研发混合动力系统，尤其是混合动力专用变速箱的集成开发。但是目前市场上的混合动力系统多是在传统的自动变速箱的基础上进行的开发，将电机简单的集成在AT、AMT、CVT或者DCT等变速箱的前端或者后端，构成混合动力变速箱。这种类型的混合动力变速箱存在着明显的缺陷：变速箱尺寸过大，结构过于复杂，导致制造成本高，控制难度大。
为了解决上述技术问题，本申请实施例提供了一种变速箱，结构简单紧凑，并且易于控制。
如图1所示，本申请实施例提供的变速箱1包括外壳、第一电机11、选择控制组件12、第一传力轴13、第二传力轴14、发电设备15和动力输出组件16，第一电机11、选择控制组件12、第一传力轴13、第二传力轴14、发电设备15和动力输出组件16均位于外壳的内部。
其中，车辆的发动机2通过选择控制组件12与第一传力轴13和第二传力轴14中的至多两个相连；第一传力轴13与第一电机11相连；第二传力轴14与发电设备15相连，发电设备15与第一电机11相连；动力输出组件16与第一传力轴13相连。
本申请实施例提供的变速箱1中，动力源第一电机11集成在变速箱1的内部，并与车辆的发动机2配合而使车辆具备两个动力源，这两个动力源可以各自单独工作从而为车辆提供动力，也可以一起工作从而为车辆提供动力。
选择控制组件12是用于控制发动机2的动力是否向外输出，以及确定向外输出时的动力输出方向的结构。本申请实施例中的“车辆的发动机2通过选择控制组件12与第一传力轴13和第二传力轴14中的至多两个相连”，指的是发动机2可以通过选择控制组件12与第一传力轴13和第二传力轴14均不相连， 也可以通过选择控制组件12与第一传力轴13和第二传力轴14中的任意一个相连，还可以通过选择控制组件12与第一传力轴13和第二传力轴14均相连。
其中，当发动机2通过选择控制组件12与第一传力轴13和第二传力轴14均不相连时，则发动机2不能向外输出动力。此时可以将第一电机11作为唯一的动力源，即仅将第一电机11输出的动力传递至动力输出轴，从而驱动车辆行驶。
当发动机2通过选择控制组件12与第一传力轴13连接时，则发动机2输出的动力可以经过第一传力轴13传递至动力输出轴，从而发动机2的动力能够用于驱动车辆行驶。
当发动机2通过选择控制组件12与第二传力轴14连接时，则发动机2输出的动力可以经过第二传力轴14传递至发电设备15，驱动发电设备15将机械能转化为电能，从而发电设备15能够将转化的电能存储起来或者为第一电机11供电。
当发动机2通过选择控制组件12与第一传力轴13和第二传力轴14均相连时，则发动机2一方面能够输出动力至动力输出轴，用于驱动车辆行驶，另一方面还能输出动力至发电设备15，驱动发电设备15发电储能或供电。
综上所述，本申请实施例提供的变速箱1中，将动力源第一电机11集成在变速箱1的内部，使得第一电机11与车辆的发动机2配合，能够实现单动力源驱动车辆行驶或双动力源共同驱动车辆行驶，通过选择控制组件12能够调整发动机2的动力输出情况，从而满足不同工况下的车辆驾驶需求，降低车辆的能耗；并且该变速箱1内还包括发电设备15，用于保障第一电机11的供电充足。因此，本申请实施例提供的变速箱1结构紧凑，并且易于控制。
继续参见图1，在本申请的一些实现方式中，选择控制组件12包括第一离合器121和第二离合器122，第一离合器121的第一端与发动机2连接，第二端与第一传力轴13连接；第二离合器122的第一端与发动机2连接，第二端与第二传力轴14连接。
第一离合器121和第二离合器122均具有结合和断开两种状态。
其中发动机2通过第一离合器121与第一传力轴13相连，当第一离合器121处于结合状态时，发动机2输出的动力能够通过第一离合器121输出至第一传 力轴13；当第一离合器121处于断开状态时，发动机2输出的动力不能输出至第一传力轴13。
示例性地，第一离合器121包括第一主动部和第一从动部，第一主动部与发动机2连接，第一从动部与第一传力轴13连接。在结合状态下，第一主动部和第一从动部相连，第一主动部随着发动机2转动，并带动第一从动部同步转动；在断开状态下，第一主动部和第一从动部不相连，第一主动部随发动机2转动，第一从动部不转动或者不因第一主动部的驱动而转动。
发动机2通过第二离合器122与第二传力轴14相连，当第二离合器122处于结合状态时，发动机2输出的动力能够通过第二离合器122输出至第二传力轴14，进而驱动发电设备15发电；当第二离合器122处于断开状态时，发动机2输出的动力不能输出至第二传力轴14，发电设备15不发电。
示例性地，第二离合器122包括第二主动部和第二从动部，第二主动部与发动机2连接，第二从动部与第二传力轴14连接。在结合状态下，第二主动部和第二从动部相连，第二主动部随着发动机2转动，并带动第二从动部同步转动；在断开状态下，第二主动部和第二从动部不相连，第二主动部随发动机2转动，第二从动部不转动。
在本申请的一些实施例中，第一离合器121的第一端和第二离合器122的第一端均连接在发动机2的曲轴上。当发动机2转动时，第一离合器121的第一端和第二离合器122的第一端同步转动，本申请实施例中所提到的“同步转动”指的是以相同的角速度转动。
如图8所示，在本申请的另一些实现方式中，选择控制组件也可以包括第三离合器123和同步器124；第三离合器123的第一端与发动机2连接，第二端与第一传力轴13和第二传力轴14中的一个连接；同步器124包括接合套1241和齿圈1242，接合套1241与发动机2连接，齿圈1242与第一传力轴13和第二传力轴14中的另一个连接。
第三离合器123具有结合和断开两种状态，并且这两种状态可以在车辆的控制下任意切换。在结合状态下，第三离合器123的第一端和第二端通过摩擦力连接在一起，从而当第一端随着发动机2转动时，第二端也同步转动；在断开状态下，第三离合器123的第一端和第二端不相连，第一端随发动机2转动，第二端不转动或者不因第一端的驱动而转动。
其中发动机2通过第三离合器123与第一传力轴13相连，当第三离合器123处于结合状态时，发动机2输出的动力能够通过第三离合器123输出至第一传力轴13；当第三离合器123处于断开状态时，发动机2输出的动力不能输出至第一传力轴13。
同步器124具有连接和分离两种状态，并且这两种状态也可以在车辆的控制下任意切换。示例性地，接合套1241的外侧沿周向设置有外齿，齿圈1242的内侧沿周向设置有内齿，当处于连接状态时，接合套1241嵌入齿圈1242的内部，并且接合套1241上的外齿与齿圈1242的内齿啮合，从而接合套1241和齿圈1242连接在一起，当接合套1241随着发动机2转动时，齿圈1242也同步转动；在断开状态下，同步器124的接合套1241和齿圈1242不相连，接合套1241随发动机2转动，齿圈1242不转动或者不因接合套1241的驱动而转动。
发动机2还通过同步器124与第二传力轴14相连，当同步器124的接合套1241和齿圈1242连接在一起时，发动机2输出的动力能够通过同步器124输出至第二传力轴14，进而驱动发电设备15发电；当第二离合器122处于断开状态时，发动机2输出的动力不能输出至第二传力轴14，发电设备15不发电。
在本申请的一些实施例中，第三离合器123的第一端和同步器的连接套可以均与发动机2的曲轴相连。当发动机2转动时，第三离合器123的第一端和同步器124的接合套1241同步转动。
考虑到同步器的接合套1241和齿圈1242连接的过程中要求转速较低，在本申请的一些实施例中，发动机输出的转速还可以通过减速之后再传递至同步器的接合套。
继续参见图8，选择控制组件12还包括第一减速齿轮125、第二减速齿轮126和第三传力轴127；第一减速齿轮125固定在发动机2的曲轴上；第二减速齿轮126与第一减速齿轮125啮合，第二减速齿轮126的齿数多于第一减速齿轮125的齿数；第三传力轴127与第二减速齿轮126和同步器124的接合套1241连接。
由此，发动机2输出的动力在经过第一减速齿轮125和第二减速齿轮126的传递后，输出到第三传力轴127的转速较低，从而可以满足同步器124在较低转速下连接的需求。同时，为了避免此处转速调整对车辆动力性的影响，在同步器124之后还可以设置有加速齿轮组。例如第一传力轴13上可以设置有第 一加速齿轮，动力输出组件16包括第二加速齿轮，第二加速齿轮与第一加速齿轮啮合，并且第二加速齿轮的齿数少于第一加速齿轮的齿数。
在本申请的一些实施例中，第一电机11具有工作模式和发电模式，第一传力轴13为第一电机11的输出轴。当第一电机11处于工作模式时，第一电机11用于将电能转化为机械能；当第一电机11处于发电模式时，第一电机11用于将机械能转化为电能。
在本申请的一些实施例中，发电设备15可以为第二电机，第二传力轴14为第二电机的输出轴，其中，当发电设备15为第二电机时，第二电机具有发电模式和工作模式。在发电模式下，第二电机将机械能转化为电能；在工作模式下，第二电机将电能转化为机械能。
在本申请的一些实施例中，动力输出组件16包括第一齿轮161、第二齿轮162、中间轴163、第三齿轮164和差速器165。其中，第一齿轮161固定在第一传力轴13上；第二齿轮162与第一齿轮161啮合，第二齿轮162和第三齿轮164均固定在中间轴163上；差速器165与第三齿轮164啮合。
第一齿轮161能够与第一传力轴13同步转动，从而将第一传力轴13上的动力依次传递至第二齿轮162、中间轴163、第三齿轮164和差速器165。
差速器165通常是固定在车辆的车轮驱动轴31上，从而将动力传递至车轮32。差速器165能够使车辆的左、右车轮或前、后车轮以不同的转速转动。
综上所述，本申请实施例提供的变速箱1中，将动力源第一电机11集成在变速箱1的内部，使得第一电机11与车辆的发动机2配合，能够实现单动力源驱动车辆行驶或双动力源共同驱动车辆行驶，通过选择控制组件12能够调整发动机2的动力输出情况，从而满足不同工况下的车辆驾驶需求，降低车辆的能耗；并且该变速箱1内还包括发电设备15，用于保障第一电机11的供电充足。因此，本申请实施例提供的变速箱1结构紧凑，并且易于控制。
本申请实施例还提供了一种混合动力总成，如图1所示，该混合动力总成包括发动机2和前文中所述的变速箱1。
在本申请的一些实施例中，混合动力总成包括车轮组件3，车轮组件3包括车轮驱动轴31和两个车轮32；车轮驱动轴31与变速箱1中的动力输出组件16相连；两个车轮32分别连接在车轮驱动轴31的两端。
其中，车轮驱动轴31可以与动力输出组件16中的差速器165连接。
在本申请的一些实施例中，混合动力总成包括电源组件4，电源组件4与变速箱1中的第一电机11电连接。其中，当第一电机11处于工作模式时，电源组件4用于为第一电机11供电；当第一电机11处于发电模式时，电源组件4用于存储第一电机11转化的电能。
继续参见图1，电源组件4可以包括电池组41和电流转换器，电池组41与电流转换器电连接，电流转换器与第一电机11电连接，电流转换器与变速箱1中的发电设备15电连接。
其中，电流转换器可以包括逆变器和整流器中的至少一个，其中逆变器用于将电池组41中的直流电能转变成定频定压或调频调压交流电，整流器用于将第一电机11或第二电机转化的交流电能转变成直流电能，从而存储在电池组41中。电池组41例如可以为蓄电池组41或者燃料电池组41。
综上所述，本申请实施例提供的混合动力总成具有两个动力源，能够实现单动力源驱动车辆行驶或双动力源共同驱动车辆行驶，通过变速箱1中的选择控制组件12能够调整发动机2的动力输出情况，从而满足不同工况下的车辆驾驶需求，降低车辆的能耗；并且该动力总成中还包括发电设备15，保障第一电机11供电充足。因此，本申请实施例提供的混合动力总成结构紧凑，易于控制，并且具有较高的混动效率，有助于在混合动力变速箱1上的集成设计。
本申请实施例还提供了一种车辆，该车辆包括控制器和前文中所述的混合动力总成，控制器与混合动力总成中的第一电机11、选择控制组件12、发电设备15和发动机2分别电连接。
控制器能够根据当前车辆状态，控制车辆切换至对应的运行模式下，并根据对应的运行模式调整第一电机11、选择控制组件12、发电设备15和发动机2的状态。其中，当前车辆状态至少包括当前油门踏板开度、当前刹车踏板开度、当前动力电池电量、当前车速和当前工况；对应的运行模式可包括：发动机直驱模式、纯电动模式、第一混合动力模式、第二混合动力模式、第三混合动力模式和能量回收模式。
下面以选择控制组件12包括第一离合器121和第二离合器122为例，对该混合动力总成的运行模式及各个运行模式的控制方法进行详细的介绍和说明。
(1)发动机直驱模式
如图2所示，控制器控制发动机2工作，控制第一电机11和发电设备15均不工作，控制第一离合器121处于结合状态，控制第二离合器122处于断开状态，从而车辆处于发动机直驱模式。
此时发动机2输出的动力依次通过第一离合器121、第一传力轴13、第一齿轮161、第二齿轮162、中间轴163、第三齿轮164、差速器165和车轮驱动轴31，最终传递至车轮32。
发动机直驱模式通常适用于高速工况下，此时若使用第一电机11驱动则功耗较高，若使用发动机2直接驱动，则能够降低功耗。
(2)纯电动模式
如图3所示，控制器控制发动机2不工作，控制第一电机11工作，控制发电设备15不工作，控制第一离合器121处于断开状态，控制第二离合器122处于断开状态，从而车辆处于纯电动模式。
此时电池组41放电，使得第一电机11输出的动力依次通过第一传力轴13、第一齿轮161、第二齿轮162、中间轴163、第三齿轮164、差速器165和车轮驱动轴31，最终传递至车轮32。
需要说明的是，当车辆需要倒车时，也是采用本模式，并且倒车时第一电机11的转动方向与正常向前行驶时第一电机11的转动方向相反。
纯电动模式通常适用于城市工况下，此时使用第一电机11来驱动能够降低拥堵以及停车等待过程中的功耗。
(3)第一混合动力模式
如图4所示，控制器控制发动机2工作，控制第一电机11工作，控制发电设备15发电，控制第一离合器121处于断开状态，控制第二离合器122处于结合状态，从而车辆处于第一混合动力模式。
此时发动机2向发电设备15输出动力，发电设备15将发动机2输出的机械能转化为电能，并使用转化后的电能为第一电机11供电，驱动第一电机11输出动力，第一电机11输出的动力依次通过第一传力轴13、第一齿轮161、第二齿轮162、中间轴163、第三齿轮164、差速器165和车轮驱动轴31，最终传递至车轮32。
其中，当发电设备15转化的电能超出第一电机11工作所需要的电能时， 超出的部分电能还可以存储在电池组41中；当发电设备15转化的电能不足以满足第一电机11工作所需要的电能时，电池组41还可以为第一电机11供电以进行电能补偿。
第一混合动力模式通常适用于电量不足的工况下，此时可以使发动机2在最佳功耗区工作，从而驱动发电设备15发电，发电设备15转化的电能输送给第一电机11进行驱动。
(4)第二混合动力模式
如图5所示，控制器控制发动机2工作，控制第一电机11工作，控制发电设备15发电，控制第一离合器121处于结合状态，控制第二离合器122处于结合状态，从而车辆处于第二混合动力模式。
此时发动机2输出的机械能中，一部分通过第一离合器121传递至第一传力轴13，另一部分传递至发电设备15，由发电设备15将发动机2输出的机械能转化为电能，并使用转化后的电能为第一电机11供电，驱动第一电机11输出动力，第一电机11输出的动力在第一传力轴13处与发动机2输出的一部分机械能汇合，并依次经过第一齿轮161、第二齿轮162、中间轴163、第三齿轮164、差速器165和车轮驱动轴31，最终传递至车轮32。
其中，当发电设备15转化的电能超出第一电机11工作所需要的电能时，超出的部分电能还可以存储在电池组41中；当发电设备15转化的电能不足以满足第一电机11工作所需要的电能时，电池组41还可以为第一电机11供电以进行电能补偿。
第二混合动力模式通常适用于车辆有大扭矩工况或急加速工况的情况下，此时发动机2、第一电机11均工作，车辆以双动力源进行驱动。
(5)第三混合动力模式
如图6所示，控制器控制发动机2工作，控制第一电机11工作，发电设备15为第二电机，控制第二电机工作，控制第一离合器121处于结合状态，控制第二离合器122处于结合状态，从而车辆处于第三混合动力模式。
此时发动机2输出的机械能通过第一离合器121传递至第一传力轴13；电池组41放电供第一电机11和第二电机工作，其中第一电机11输出的动力在第一传力轴13处与发动机2输出的机械能汇合，第二电机输出的动力经第二传力轴14、第二离合器122、第一离合器121，在第一传力轴13处与发动机2和第 一电机11输出的动力汇合，并依次经过第一齿轮161、第二齿轮162、中间轴163、第三齿轮164、差速器165和车轮驱动轴31，最终传递至车轮32。
其中，当发电设备15转化的电能超出第一电机11工作所需要的电能时，超出的部分电能还可以存储在电池组41中；当发电设备15转化的电能不足以满足第一电机11工作所需要的电能时，电池组41还可以为第一电机11供电以进行电能补偿。
第二混合动力模式通常适用于车辆有大扭矩工况或急加速工况的情况下，此时发动机2、第一电机11均工作，车辆以双动力源进行驱动。
(6)能量回收模式
如图7所示，控制器控制发动机2不工作，控制第一电机11处于发电模式，控制发电设备15不工作，控制第一离合器121处于断开状态，控制第二离合器122处于断开状态，从而车辆处于能量回收模式。
车辆在滑行和制动工况下，车轮32输出的反向力矩依次通过车轮驱动轴31、差速器165、第三齿轮164、中间轴163、第二齿轮162、第一齿轮161和第一传力轴13，最终传递至第一电机11，第一电机11将被制动的这部分动能转化为电能，并存入电池组41中备用。
能量回收模式通常适用于滑行和制动工况下，车辆能够回收部分动能并将其转化为电能存储，为后续车辆的运行提供能量，从而提高了车辆的续航里程。
在本申请中，应该理解到，术语“第一”、“第二”、“第三”等仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。
以上所述仅是为了便于本领域的技术人员理解本申请的技术方案，并不用以限制本申请。凡在本申请的精神和原则之内，所作的任何修改、等同替换、改进等，均应包含在本申请的保护范围。

Claims (13)

  1. 一种变速箱(1)，包括第一电机(11)、选择控制组件(12)、第一传力轴(13)、第二传力轴(14)、发电设备(15)和动力输出组件(16)；
    车辆的发动机(2)通过所述选择控制组件(12)与所述第一传力轴(13)和所述第二传力轴(14)中的至多两个相连；
    所述第一传力轴(13)与所述第一电机(11)相连；
    所述第二传力轴(14)与所述发电设备(15)相连，所述发电设备(15)与所述第一电机(11)相连；
    所述动力输出组件(16)与所述第一传力轴(13)相连。
  2. 根据权利要求1所述的变速箱(1)，所述选择控制组件(12)包括第一离合器(121)和第二离合器(122)；
    所述第一离合器(121)的第一端与所述发动机(2)连接，第二端与所述第一传力轴(13)连接；
    所述第二离合器(122)的第一端与所述发动机(2)连接，第二端与所述第二传力轴(14)连接。
  3. 根据权利要求2所述的变速箱(1)，所述第一离合器(121)的第一端和所述第二离合器(122)的第一端均连接在所述发动机(2)的曲轴上。
  4. 根据权利要求1所述的变速箱(1)，所述选择控制组件(12)包括第三离合器(123)和同步器(124)；
    所述第三离合器(123)的第一端与所述发动机(2)连接，第二端与所述第一传力轴(13)和所述第二传力轴(14)中的一个连接；
    所述同步器(124)包括接合套(1241)和齿圈(1242)，所述接合套(1241)与所述发动机(2)连接，所述齿圈(1242)与所述第一传力轴(13)和所述第二传力轴(14)中的另一个连接。
  5. 根据权利要求4所述的变速箱(1)，其特征在于，所述选择控制组件(12) 还包括第一减速齿轮(125)、第二减速齿轮(126)和第三传力轴(127)；
    所述第一减速齿轮(125)固定在所述发动机(2)的曲轴上；
    所述第二减速齿轮(126)与所述第一减速齿轮(125)啮合，所述第二减速齿轮(126)的齿数多于所述第一减速齿轮(125)的齿数；
    所述第三传力轴(127)与所述第二减速齿轮(126)和所述同步器(124)的接合套(1241)连接。
  6. 根据权利要求1-5任一项所述的变速箱(1)，所述第一电机(11)具有工作模式和发电模式；
    所述第一传力轴(13)为所述第一电机(11)的输出轴。
  7. 根据权利要求1-5任一项所述的变速箱(1)，所述发电设备(15)为第二电机，所述第二传力轴(14)为所述第二电机的输出轴。
  8. 根据权利要求1所述的变速箱(1)，所述动力输出组件(16)包括第一齿轮(161)、第二齿轮(162)、中间轴(163)、第三齿轮(164)和差速器(165)；
    所述第一齿轮(161)固定在所述第一传力轴(13)上；
    所述第二齿轮(162)与所述第一齿轮(161)啮合，所述第二齿轮(162)和所述第三齿轮(164)均固定在所述中间轴(163)上；
    所述差速器(165)与所述第三齿轮(164)啮合。
  9. 一种混合动力总成，包括发动机(2)和权利要求1-8任一项所述的变速箱(1)。
  10. 根据权利要求9所述的混合动力总成，包括车轮组件(3)，所述车轮组件(3)包括车轮驱动轴(31)和两个车轮(32)；
    所述车轮驱动轴(31)与所述变速箱(1)中的动力输出组件(16)相连；
    两个所述车轮(32)分别连接在所述车轮驱动轴(31)的两端。
  11. 根据权利要求9所述的混合动力总成，包括电源组件(4)，所述电源组件(4)与所述变速箱(1)中的第一电机(11)电连接。
  12. 根据权利要求11所述的动力总成，所述电源组件(4)包括电池组(41)和电流转换器(42)，所述电池组(41)与所述电流转换器(42)电连接，所述电流转换器(42)与所述第一电机(11)电连接，所述电流转换器(42)与所述变速箱(1)中的发电设备(15)电连接。
  13. 一种车辆，包括控制器和权利要求9-12任一项所述的混合动力总成，所述控制器与所述混合动力总成中的第一电机(11)、选择控制组件(12)、发电设备(15)和发动机(2)分别电连接。
PCT/CN2022/070506 2021-09-16 2022-01-06 变速箱、混合动力总成和车辆 WO2023040136A1 (zh)

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CN203427599U (zh) * 2013-07-26 2014-02-12 比亚迪股份有限公司 混合动力系统及具有该混合动力系统的车辆
CN104343898A (zh) * 2013-08-09 2015-02-11 现代自动车株式会社 设置有双离合器变速器的混合动力系
JP2017193273A (ja) * 2016-04-21 2017-10-26 株式会社デンソー 制御装置
CN208855415U (zh) * 2018-09-29 2019-05-14 比亚迪股份有限公司 混合动力驱动系统及车辆

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN203427599U (zh) * 2013-07-26 2014-02-12 比亚迪股份有限公司 混合动力系统及具有该混合动力系统的车辆
CN104343898A (zh) * 2013-08-09 2015-02-11 现代自动车株式会社 设置有双离合器变速器的混合动力系
JP2017193273A (ja) * 2016-04-21 2017-10-26 株式会社デンソー 制御装置
CN208855415U (zh) * 2018-09-29 2019-05-14 比亚迪股份有限公司 混合动力驱动系统及车辆

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