WO2023065624A1 - 双离合器组件、混合动力系统和车辆 - Google Patents

双离合器组件、混合动力系统和车辆 Download PDF

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Publication number
WO2023065624A1
WO2023065624A1 PCT/CN2022/088908 CN2022088908W WO2023065624A1 WO 2023065624 A1 WO2023065624 A1 WO 2023065624A1 CN 2022088908 W CN2022088908 W CN 2022088908W WO 2023065624 A1 WO2023065624 A1 WO 2023065624A1
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Prior art keywords
rotating shaft
clutch
gear
motor
gear train
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PCT/CN2022/088908
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English (en)
French (fr)
Inventor
张恒先
周之光
黄东
耿丽珍
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奇瑞汽车股份有限公司
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Application filed by 奇瑞汽车股份有限公司 filed Critical 奇瑞汽车股份有限公司
Priority to AU2022368593A priority Critical patent/AU2022368593A1/en
Priority to EP22882249.0A priority patent/EP4393740A1/en
Priority to MX2024004793A priority patent/MX2024004793A/es
Priority to IL311760A priority patent/IL311760A/en
Publication of WO2023065624A1 publication Critical patent/WO2023065624A1/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
    • B60K6/38—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
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
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    • 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
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    • 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
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    • 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
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    • 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
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    • 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
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    • 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
    • B60K6/42—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 the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • 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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • 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
    • B60K6/42—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 the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • 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 disclosure relates to the technical field of automobiles, in particular to a dual clutch assembly, a hybrid power system and a vehicle.
  • dual clutches are usually used to realize multi-gear switching.
  • the entire clutch needs to be replaced, resulting in high maintenance costs.
  • Embodiments of the present disclosure provide a dual clutch assembly, a hybrid power system, and a vehicle.
  • a dual clutch assembly including a first rotating shaft, a second rotating shaft, a hollow shaft, a first clutch, and a second clutch; the first rotating shaft and the second rotating shaft are coaxially arranged at intervals, and the The hollow shaft is sleeved outside the second rotating shaft; the first clutch is located between the first rotating shaft and the second rotating shaft, and the active part of the first clutch is connected with the first rotating shaft, the The driven part of the first clutch is connected with the second rotating shaft; the driving part of the second clutch is located on the side of the first clutch away from the second rotating shaft and connected with the first rotating shaft, and the The driven part of the second clutch is connected with the hollow shaft.
  • the second rotating shaft includes a rod body and a first transmission cylinder, the first transmission cylinder is located at one end of the rod body, and is sleeved outside the first clutch, and is connected with the driven part of the first clutch connected;
  • the hollow shaft includes a pipe body and the second transmission cylinder, the second transmission cylinder is located at one end of the pipe body, and is set outside the second clutch and the first transmission cylinder, and the connected with the driven part of the second clutch.
  • a hybrid power system including the aforementioned dual clutch assembly, an engine, a first motor, a first gear train, and a second gear train; the engine and the first motor are connected to the The transmission connection of the first rotating shaft; the input gear of the first gear train is coaxially connected with the second rotating shaft, the input gear of the second gear train is coaxially connected with the hollow shaft, and the first gear train The output gear of the second gear train and the output gear of the second gear train are all connected with the wheel transmission.
  • the dual clutch assembly further includes: a first transmission cylinder and a second transmission cylinder, the first transmission cylinder is located in the second transmission cylinder and arranged coaxially; the first clutch is located in the first transmission cylinder , the driven part of the first clutch is connected with the inner wall of the first transmission cylinder, the active part of the first clutch is connected coaxially with the first rotating shaft, and the first transmission cylinder is connected with the second transmission cylinder.
  • the rotating shafts are coaxially connected; the second clutch is located in the second transmission cylinder, the driven part of the second clutch is connected with the inner wall of the second transmission cylinder, and the driving part of the second clutch is connected with the inner wall of the second transmission cylinder.
  • the first rotating shaft is coaxially connected, and the second transmission cylinder is coaxially connected with the hollow shaft.
  • the hybrid power system further includes a planetary gear train
  • the planetary gear train includes: a ring gear, a sun gear, a plurality of planet gears and a planet carrier, the sun gear is located in the ring gear, and the planet
  • the wheel is located between the center wheel and the ring gear, and meshes with the center wheel and the ring gear, and the planet carrier is arranged coaxially with the center wheel, and is connected to a plurality of the planet wheels;
  • the engine is connected to the planet carrier, the planet carrier is coaxially connected to the first rotating shaft, the first motor is connected to the sun wheel, and the ring gear is locked.
  • the planetary gear train is located in the rotor of the first motor, and the sun gear is connected with the rotor of the first motor.
  • the hybrid power system further includes an annular plate, the annular plate is movably fitted outside the first rotating shaft and located in the rotor of the first motor, the outer edge of the annular plate is in contact with the The inner wall of the first motor is connected, and the inner edge of the ring plate is coaxially connected with the center wheel.
  • the hybrid power system further includes a second motor and a third shaft, the second motor is connected to the third shaft; the output gear of the first gear train and the output gear of the second gear train The output gears are all coaxially sleeved on the outside of the third rotating shaft, and the third rotating shaft is connected to the wheel in transmission.
  • the hybrid system further includes: a third gear train and a synchronizer; the input gear of the third gear train is coaxially connected with the second motor, and the output gear of the third gear train is movable outside the third rotating shaft; the synchronizer is sleeved outside the third rotating shaft, and the synchronizer is used to connect or disconnect the third rotating shaft with the output gear of the third gear train.
  • the hybrid system further includes: a third gear train and a third clutch; the input gear of the third gear train is coaxially connected with the second motor through the third clutch, and the third The output gear of the gear train is fixedly sleeved outside the third rotating shaft.
  • the hybrid 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 the two One of the inverters is connected, and the second motor is connected to the other of the two inverters.
  • the hybrid power system further includes a fourth clutch connected between the first rotating shaft and the engine.
  • a vehicle includes the above-mentioned hybrid power system.
  • the driving part of the first clutch and the driving part of the second clutch are both connected to the first rotating shaft
  • the driven part of the first clutch is connected to the second rotating shaft
  • the driven part of the second clutch is connected to the second rotating shaft. connected to the hollow shaft.
  • the driving parts of the two clutches are connected to the first rotating shaft to receive power, and the driven parts of the two clutches are no longer installed in the same support tube at the same time, but are separately connected to different speed change mechanisms, so one of them After the clutch is damaged, only one of the clutches can be replaced to complete the maintenance, and there is no need to disassemble and replace the two clutches at the same time, so the maintenance efficiency can be improved and the maintenance cost can be reduced.
  • the hollow shaft is sleeved outside the second rotating shaft, that is, the second rotating shaft must pass through the hollow shaft to be connected with the driven part of the first clutch, so the two clutches are superimposed in the axial direction, so that one of the clutches Being arranged inside another clutch can effectively reduce the axial size of the transmission structure without increasing the space ratio of the power system in the vehicle.
  • FIG. 1 is a schematic structural diagram of a hybrid power system provided by an embodiment of the present disclosure
  • Fig. 2 is a schematic structural diagram of a dual clutch assembly provided by an embodiment of the present disclosure
  • Fig. 3 is a schematic structural diagram of a hybrid power system provided by an embodiment of the present disclosure.
  • Fig. 4 is a schematic structural diagram of a hybrid power system provided by an embodiment of the present disclosure.
  • Fig. 5 is a schematic diagram of energy transfer of a hybrid power system in pure engine mode provided by an embodiment of the present disclosure
  • Fig. 6 is a schematic diagram of energy transfer of a hybrid power system in pure engine mode provided by an embodiment of the present disclosure
  • Fig. 7 is a schematic diagram of energy transfer of a hybrid system in pure electric mode provided by an embodiment of the present disclosure
  • Fig. 8 is a schematic diagram of energy transfer of a hybrid power system in a hybrid driving mode provided by an embodiment of the present disclosure
  • Fig. 9 is a schematic diagram of energy transfer of a hybrid power system in a hybrid driving mode provided by an embodiment of the present disclosure.
  • Fig. 10 is a schematic diagram of energy transfer of a hybrid power system in a hybrid driving mode provided by an embodiment of the present disclosure
  • Fig. 11 is a schematic diagram of energy transfer of a hybrid power system in an energy recovery mode provided by an embodiment of the present disclosure.
  • 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 hybrid power system provided by an embodiment of the present disclosure.
  • the transmission structure includes: a dual clutch assembly, an engine 40 , a first motor 41 , a first gear train 5 and a second gear train 6 .
  • Fig. 2 is a schematic structural diagram of a dual clutch assembly provided by an embodiment of the present disclosure.
  • the double clutch assembly includes: a first rotating shaft 21, a second rotating shaft 22, a hollow shaft 14, a first clutch 31 and a second clutch 32, the first rotating shaft 21 and the second rotating shaft 22 are coaxially arranged at intervals, hollow
  • the shaft 14 is sleeved outside the second rotating shaft 22, the first clutch 31 is located between the first rotating shaft 21 and the second rotating shaft 22, and the driving part 311 of the first clutch 31 is connected with the first rotating shaft 21, the driven part of the first clutch 31 Part 312 is connected with the second rotating shaft 22, the active part 321 of the second clutch 32 is located on the side of the first clutch 31 away from the second rotating shaft 22, and the active part 321 of the second clutch 32 is connected with the first rotating shaft 21, the second clutch The driven part 322 of 32 is connected with the hollow shaft 14 .
  • both the engine 40 and the first motor 41 are in transmission connection with the first rotating shaft 21 .
  • the input gear 51 of the first gear train 5 is coaxially connected with the second rotating shaft 22
  • the input gear 61 of the second gear train 6 is coaxially connected with the hollow shaft 14
  • the output gear 52 of the first gear train 5 and the output gear 62 of the second gear train 6 are both connected in drive with the wheel 10 .
  • the driving part 311 of the first clutch 31 and the driving part 321 of the second clutch 32 are both connected to the first rotating shaft 21
  • the driven part 312 of the first clutch 31 is connected to the second rotating shaft 22
  • the driven part 322 of the second clutch 32 is connected with the hollow shaft 14 .
  • the driving parts of the two clutches are all connected to the first rotating shaft 21 to receive power, and the driven parts of the two clutches are no longer installed in the same support tube at the same time, but are separately connected to different speed change mechanisms, so that After one clutch is damaged, only one of the clutches can be replaced to complete maintenance, without disassembling and replacing two clutches at the same time, thus improving maintenance efficiency and reducing maintenance costs.
  • the hollow shaft 14 is sleeved outside the second rotating shaft 22, that is, the second rotating shaft 22 must pass through the hollow shaft 14 to be connected with the driven part 312 of the first clutch 31, so the two clutches are superimposed in the axial direction. In this way, setting one of the clutches inside the other clutch can effectively reduce the axial size of the transmission structure without increasing the space ratio of the power system in the vehicle.
  • the driven part may be a flywheel of the clutch
  • the driving part may be a driven disc of the clutch.
  • the two clutches are clutches that can transmit power in two directions, when the flywheel disc is used as the active part, it can drive the driven disc to rotate together, and when the driven disc serves as the active part, it can also drive the flywheel to rotate together.
  • the flywheel of the clutch and the driven plate of the clutch are separated from each other, so that the parts connected to the flywheel and the driven plate cannot perform power transmission;
  • the driven discs of the clutch are combined with each other, and the flywheel can drive the driven discs to rotate, so that the power on the components connected with the flywheel can be transmitted to the components connected with the driven discs.
  • the engine 40 and the first motor 41 are both connected to the first rotating shaft 21 so as to transmit power to the first rotating shaft 21, and both are coaxially connected to the first rotating shaft 21
  • the driving part 311 of the first clutch 31 and the driving part 321 of the second clutch 32 are both connected to the first rotating shaft 21 so as to transmit power to the first rotating shaft 21, and both are coaxially connected to the first rotating shaft 21
  • the power of the engine 40 and the first motor 41 can be transmitted to the first gear train 5 through the first clutch 31 and the first transmission cylinder 11, and finally through the first gear train 5.
  • the output gear 52 transmits to the wheels 10 to drive the vehicle.
  • the power of the engine 40 and the first motor 41 can be transmitted to the second gear train 6 through the second clutch 32 and the second transmission cylinder 12, and finally through the second gear train 6.
  • the output gear 62 transmits to the wheels 10 to drive the vehicle.
  • the power source is connected to the first rotating shaft 21, and the power can be transmitted to the two clutches, and then transmitted to different gear trains by the two transmission cylinders, so as to achieve the purpose of multi-gear switching .
  • the transmission ratios of the first gear train 5 and the second gear train 6 are different, so switching the first gear train 5 or the second gear train 6 can make the engine 40 and the first motor 41 in different gears Drive the vehicle in bit mode.
  • both the first gear train 5 and the second gear train 6 include at least an input gear and an output gear, and the input gear and the output gear are connected in transmission so that power can be transmitted to the output gear through the input gear.
  • the input gear 51 of the first gear train 5 and the output gear can be directly meshed, and the input gear 61 of the second gear train 6 can be directly meshed with the output gear to realize the transmission connection of the input gear and the output gear.
  • At least one connecting gear may also be provided between the input gear and the output gear. For example, when only one connecting gear is provided, the connecting gear meshes with the input gear and the output gear respectively to realize the transmission connection of the input gear and the output gear.
  • the specific number of gears provided in the first gear train 5 and the second gear train 6 can be determined according to actual needs. Since the number of gears in the gear train will affect the transmission ratio of the gear train, the number of gears in the gear train can be adjusted in combination with the power demand of the vehicle.
  • the second rotating shaft 22 includes a rod body 220 and a first transmission cylinder 11, the first transmission cylinder 11 is located at one end of the rod body 220, and the first transmission cylinder 11 is sleeved outside the first clutch 31, the first transmission cylinder 11 It is connected with the driven part 312 of the first clutch 31 .
  • the hollow shaft 14 includes a tubular body 140 and a second transmission cylinder 12, the second transmission cylinder 12 is located at one end of the tubular body 140, and is sleeved on the second clutch 32, the first transmission cylinder 11, and the second transmission cylinder 12.
  • the driven portion 322 of the clutch 32 is connected.
  • the two clutches can respectively adopt a separate transmission cylinder as an installation carrier, so that after one of the clutches is damaged, The maintenance can be completed by replacing only one of the drive cylinders and the clutch installed on it, without disassembling and replacing the two clutches at the same time, thereby improving maintenance efficiency and reducing maintenance costs.
  • the second transmission cylinder 12 is sleeved outside the first transmission cylinder 11, one of the clutches is arranged inside the other clutch, which can effectively reduce the axial size of the transmission structure and will not increase the power system in the vehicle. The proportion of space in .
  • the first transmission cylinder 11 and the second transmission cylinder 12 have opposite open ends and closed ends, and the open ends of the first transmission cylinder 11 and the open ends of the second transmission cylinder 12 all face same side. Assembling is facilitated by orienting the open ends of the first transmission cylinder 11 and the second transmission cylinder 12 toward the same side.
  • the transmission structure also includes a second rotating shaft 22, the closed end of the second transmission cylinder 12 has a through hole 13, the second rotating shaft 22 is located in the through hole 13 and one end is coaxial with the closed end of the first transmission cylinder 11 connect.
  • the closed end in the second transmission cylinder 12 is opened. hole 13, and pass one end of the second rotating shaft 22 through the through hole 13, so that one end of the second rotating shaft 22 is coaxially connected with the closed end of the first transmission cylinder 11. In this way, when the first transmission cylinder 11 rotates in the second transmission cylinder 12, power can also be transmitted to the gear train connected to the first transmission cylinder 11 through the first rotating shaft 21, so as to realize the purpose of power transmission.
  • a bearing is also provided in the second transmission cylinder 12, the outer ring of the bearing is connected with the inner wall of the second transmission cylinder 12, and the inner ring of the bearing is sleeved outside the first transmission cylinder 11 and connected to the inner wall of the first transmission cylinder 11.
  • the outer walls are connected, and the inner ring of the bearing can be inserted in the outer ring of the bearing in a self-rotating manner. In this way, after the first transmission cylinder 11 is inserted into the second transmission cylinder 12, the purpose of being movably inserted in the second transmission cylinder 12 can be realized by using the bearing as the mounting carrier.
  • one end of the hollow shaft 14 is coaxially connected to the through hole 13 , and the second rotating shaft 22 is rotatably inserted in the hollow shaft 14 .
  • the other end of the hollow shaft 14 is used for coaxial connection with the input gear of the gear train, so as to transmit the power of the second transmission cylinder 12 to the gear train.
  • the second rotating shaft 22 is inserted in the hollow shaft 14, and the second rotating shaft 22 is limited by the inner wall of the hollow shaft 14, so as to avoid a large deviation after the second rotating shaft 22 is inserted in the through hole 13, and also It can be used for the assembly and positioning of the first transmission cylinder 11 .
  • a bearing is also provided in the hollow shaft 14, the outer ring of the bearing is connected with the inner wall of the hollow shaft 14, the inner ring of the bearing is sleeved outside the second rotating shaft 22 and is connected with the outer wall of the second rotating shaft 22, and the inner ring of the bearing The ring is rotatably inserted in the outer ring of the bearing. In this way, after the second rotating shaft 22 is inserted into the hollow shaft 14, the purpose of being movably inserted in the hollow shaft 14 can be realized by using the bearing as an installation carrier.
  • the hybrid system further includes a planetary gear train
  • the planetary gear train includes: a ring gear 81, a sun gear 82, a plurality of planet gears 83 and a planet carrier 84, and the sun gear 82 is located in the ring gear 81 , the planetary gear 83 is located between the sun gear 82 and the ring gear 81, and the planet gear 83 meshes with the sun gear 82 and the ring gear 81. connected.
  • the engine 40 is coaxially connected to the planet carrier 84
  • the planet carrier 84 is coaxially connected to the first rotating shaft 21
  • the first motor 41 is coaxially connected to the sun gear 82
  • the ring gear 81 is locked.
  • the first motor 41 is connected to the first rotating shaft 21 through a planetary gear train, and the power energy of the first motor 41 is transmitted to the first rotating shaft 21 through the center wheel 82, the planetary gear 83 and the planet carrier 84 in sequence, so as to The power is transmitted to the first rotating shaft 21 .
  • the speed of the first motor 41 can be adjusted to reduce the power output of the engine 40, save energy, and realize the high efficiency of the engine 40. use.
  • the planetary gear train is located in the rotor of the first motor 41 , and the sun gear 82 is connected with the rotor of the first motor 41 .
  • the axial size of the hybrid power system can be reduced without increasing the overall size of the hybrid power system.
  • the hybrid power system also includes an annular plate 43, the annular plate 43 is movably sleeved outside the first rotating shaft 21 and is located in the rotor of the first motor 41, the outer edge of the annular plate 43 is in contact with the first motor 41
  • the inner wall of the ring plate 43 is connected coaxially with the center wheel 82 on the inner edge.
  • the annular plate 43 is located at one end of the first motor 41, so that after the assembly of the annular plate 43 and the first motor 41, it will not occupy too much space for installing the planetary gear train, which is beneficial to reduce the overall size of the hybrid power system.
  • the annular plate 43 is arranged between the planetary gear train and the second transmission cylinder 12. Through the partition of the annular plate 43, it can effectively avoid the second transmission caused by the too small distance between the second transmission cylinder 12 and the planetary gear train. The problem of interference occurring between the barrel 12 and the planetary gear train improves reliability.
  • the hybrid system further includes a second motor 42 and a third shaft 23, and the second motor 42 is connected to the third shaft 23; the output gear 52 of the first gear train 5 and the second gear The output gears 62 of the system 6 are all coaxially sleeved outside the third rotating shaft 23 , and the third rotating shaft 23 is connected to the wheel 10 in transmission.
  • the above implementation is also provided with a second motor 42, and the second motor 42 is connected to the hybrid power system through the third rotating shaft 23, so that the second motor 42 can also drive the vehicle, thereby enhancing the power performance of the hybrid power system.
  • the hybrid system also includes: a third gear train 7 and a synchronizer 44; the input gear 71 of the third gear train 7 is coaxially connected with the second motor 42, and the output gear 72 of the third gear train 7 is active It is sleeved on the outside of the third rotating shaft 23.
  • the synchronizer 44 is sleeved outside the third rotating shaft 23 , and the synchronizer 44 is used to connect or disconnect the third rotating shaft 23 with the output gear 72 of the third gear train 7 .
  • the synchronizer 44 can be controlled to be connected or disconnected from the input gear 71 of the third gear train 7 . That is, the input gear 71 of the third gear train 7 and the third rotating shaft 23 can be connected together through the synchronizer 44 .
  • the second motor 42 is coaxially connected with the output gear 72 of the third gear train 7 , therefore, the synchronizer 44 can control the power on and off between the third rotating shaft 23 and the first motor 41 .
  • the synchronizer 44 can control the disconnection between the second motor 42 and the third rotating shaft 23, thereby avoiding the power output by the engine 40 from dragging the second motor 42 to rotate, effectively improving the problem of energy loss .
  • the third gear train 7 includes at least an input gear and an output gear, and the input gear and the output gear are connected in transmission so that power can be transmitted to the output gear through the input gear.
  • the input gear 71 and the output gear of the third gear train 7 can be directly meshed to realize the transmission connection of the input gear and the output gear.
  • At least one connecting gear may also be provided between the input gear and the output gear.
  • the connecting gear meshes with the input gear and the output gear respectively to realize the transmission connection of the input gear and the output gear.
  • the specific number of gears provided in the third gear train 7 can be determined according to actual needs. Since the number of gears in the gear train will affect the transmission ratio of the gear train, the number of gears in the gear train can be adjusted in combination with the power demand of the vehicle.
  • Fig. 3 is a schematic structural diagram of a hybrid power system provided by an embodiment of the present disclosure.
  • the hybrid system also includes a third gear train 7 and a third clutch 33; the input gear 71 of the third gear train 7 is coaxially connected with the second motor 42, and the output gear 72 of the third gear train 7 is fixed
  • the third clutch 33 is sleeved on the outside of the third rotating shaft 23 ; the third clutch 33 is connected between the input gear 71 of the third gear train 7 and the second motor 42 .
  • the second motor 42 is coaxially connected with the input gear 71 of the third gear train 7, the output gear 72 of the third gear train 7 is fixedly sleeved outside the third rotating shaft 23, and the third clutch 33 is arranged on the third gear Between the input gear 71 of the train 7 and the second electric motor 42. In this way, the second motor 42 and the third rotating shaft 23 can be disconnected or connected through the third clutch 33 .
  • the third clutch 33 can be controlled to be in a disengaged state, so that the second motor 42 can be disconnected from the third rotating shaft 23, thereby preventing the output power of the engine 40 or the first motor 41 from passing through
  • the third rotating shaft 23 is transmitted to the second motor 42 to drag the second motor 42 to rotate, which effectively solves the problem of energy loss.
  • Fig. 4 is a schematic structural diagram of a hybrid power system provided by an embodiment of the present disclosure. As shown in FIG. 4 , the hybrid system further includes a fourth clutch 34 connected between the planetary carrier 84 and the engine 40 .
  • the fourth synchronizer 44 is used to interrupt the power transmission between the engine 40 and the first rotating shaft 21 .
  • the fourth clutch 34 is controlled to be in a disengaged state, so as to cut off the power transmission between the engine 40 and the first rotating shaft 21 to avoid energy loss.
  • the hybrid power system further includes a differential 45 , an input gear of the differential 45 is in transmission connection with the third rotating shaft 23 , and the differential 45 is in transmission connection with the wheels 10 .
  • the input gear of the differential 45 is in drive connection with the third rotating shaft 23 to receive the power transmitted from the third rotating shaft 23 to achieve the purpose of driving the wheels 10 to rotate.
  • the differential 45 enables the wheels 10 connected to the differential 45 to rotate at different rotational speeds.
  • the turning radius of the inner wheel 10 of the car is different from that of the outer wheel 10 of the car, and the turning radius of the outer wheel 10 will be greater than the turning radius of the inner wheel 10.
  • the differential 45 can be used to make the two wheels 10 roll at different rotational speeds, thereby realizing the difference in the rotational speeds of the two wheels 10 .
  • the power supply assembly 9 includes: a battery 91 and two inverters 92, the two inverters 92 are respectively connected to the batteries 91, and the first motor 41 and the two inverters 92 One connection, the second electric machine 42 is connected to the other of the two inverters 92 .
  • the battery 91 is a rechargeable battery 91
  • the inverter 92 is arranged on the output circuit of the battery 91, and is used for converting the direct current output by the battery 91 into three-phase alternating current to drive the first motor 41 or the second motor 42.
  • An embodiment of the present disclosure provides a control method for a hybrid power system, the control method is applicable to the hybrid power system as described above, including: determining the power mode; controlling the working states of the engine and the first motor according to the power mode, and the second The connected state of the first clutch and the second clutch.
  • the power mode includes pure engine mode, pure electric mode, hybrid drive mode and energy recovery mode.
  • Fig. 5 is a schematic diagram of energy transfer of a hybrid power system in pure engine mode provided by an embodiment of the present disclosure.
  • the engine 40 works, the first motor 41 and the second motor 42 do not work, the first clutch 31 is in the engaged state, the second clutch 32 is in the disengaged state, and the synchronizer 44 controls the first
  • the three rotating shafts 23 are disconnected from the output gear 72 of the third gear train 7 .
  • the vehicle is driven by the engine 40 alone, and the power output by the engine 40 is transmitted to the first gear train 5 through the first rotating shaft 21, the first clutch 31, the first transmission cylinder 11, and the second rotating shaft 22, and then through the first gear.
  • the system 5, the third rotating shaft 23, and the differential 45 are transmitted to the wheels 10 to realize the mode in which the vehicle is driven by the engine 40 alone.
  • the first motor 41 can be adjusted to the power generation mode according to the vehicle speed and torque demand, that is, a part of the output power of the engine 40 will be transmitted to the first motor 41 through the planetary gear train to drive the first motor 41 to rotate, thereby Drive the first motor 41 to generate electricity.
  • Fig. 6 is a schematic diagram of energy transfer of a hybrid power system in pure engine mode provided by an embodiment of the present disclosure.
  • the engine 40 works, the first motor 41 and the second motor 42 do not work, the first clutch 31 is in the disengaged state, the second clutch 32 is in the engaged state, and the synchronizer 44 controls the first
  • the three rotating shafts 23 are disconnected from the output gear 72 of the third gear train 7 .
  • the vehicle is driven by the engine 40 alone, and the power output by the engine 40 is transmitted to the second gear train 6 through the first rotating shaft 21, the second clutch 32, and the second transmission cylinder 12, and then through the second gear train 6, the third
  • the rotating shaft 23 and the differential gear 45 are transmitted to the wheels 10 to realize the mode in which the vehicle is driven solely by the engine 40 .
  • the first motor 41 can be adjusted to the power generation mode according to the vehicle speed and torque demand, that is, a part of the output power of the engine 40 will be transmitted to the first motor 41 through the planetary gear train to drive the first motor 41 to rotate, thereby Drive the first motor 41 to generate electricity.
  • Fig. 7 is a schematic diagram of energy transfer of a hybrid power system in pure electric mode provided by an embodiment of the present disclosure. As shown in Figure 7, in the pure electric mode, the engine 40 and the first motor 41 do not work, the second motor 42 works, the first clutch 31 and the second clutch 32 are both in a disengaged state, and the synchronizer 44 controls the third rotating shaft 23 It is connected with the output gear 72 of the third gear train 7 .
  • the second motor 42 drives the vehicle to run.
  • the power supply component 9 is discharged, and the DC power is converted into three-phase AC power by the inverter 92 to drive the second motor 42 to rotate.
  • the second motor 42 converts the electrical energy into mechanical energy and transmits it to the third gear train 7 and the third rotating shaft 23, and then through the differential speed
  • the device 45 is transmitted to the wheel 10 to realize the driving mode of the vehicle driven by the second motor 42 .
  • the first motor 41 and the second motor 42 may jointly drive the vehicle to travel. At this time, the first motor 41 also outputs power to drive the vehicle to run.
  • the power of the first motor 41 can be transmitted to the third rotating shaft 23 by the first gear train 5 or the second gear train 6 under the control of the first clutch 31 or the second clutch 32, and is connected with the third rotating shaft 23 at the third rotating shaft 23.
  • the power output by the second motor 42 is coupled to drive the vehicle together.
  • the vehicle in the pure electric mode, can also run in reverse gear, and at this time, the second motor 42 reverses to achieve reverse.
  • Fig. 8 is a schematic diagram of energy transfer of a hybrid power system in a hybrid driving mode provided by an embodiment of the present disclosure.
  • both the engine 40 and the second motor 42 work, the first motor 41 is in the power generation mode, the first clutch 31 and the second clutch 32 are both in a disengaged state, and the synchronizer 44 controls the third
  • the rotating shaft 23 is connected to the output gear 72 of the third gear train 7 .
  • the engine 40 , the first motor 41 and the second motor 42 work together in coordination to jointly drive the vehicle.
  • the engine 40 runs in a high-efficiency zone, and the power output by the engine 40 is transmitted to the first motor 41 through the planetary gear train to drive the first motor 41 to generate electricity, and the electric energy generated by the first motor 41 is stored in the power supply assembly 9 .
  • the power supply assembly 9 outputs electric energy for the second motor 42 to drive the vehicle to run.
  • the electricity generated by the first motor 41 is insufficient, it is supplemented by the power supply component 9 , and the first motor 41 and the power supply component 9 jointly meet the electricity demand of the second motor 42 .
  • Fig. 9 is a schematic diagram of energy transfer of a hybrid power system in a hybrid driving mode provided by an embodiment of the present disclosure.
  • the engine 40, the first motor 41 and the second motor 42 are all working, the first clutch 31 is in the engaged state, the second clutch 32 is in the disengaged state, and the synchronizer 44 controls the third rotating shaft 23 is connected with the output gear 72 of the third gear train 7.
  • the engine 40, the first motor 41 and the second motor 42 work together to jointly drive the vehicle, which can output larger power and improve the dynamic performance of the vehicle.
  • the kinetic energy of the engine 40 and the first motor 41 is transmitted to the first gear train 5 through the first rotating shaft 21, the first clutch 31, the first transmission drum 11, and the second rotating shaft 22, and the power is transmitted to the third rotating shaft 23
  • the power coupling with the second motor 42 is transmitted to the wheels 10 through the differential 45, so that the three power sources can drive the vehicle simultaneously.
  • Fig. 10 is a schematic diagram of energy transfer of a hybrid power system in a hybrid driving mode provided by an embodiment of the present disclosure.
  • the engine 40, the first motor 41 and the second motor 42 are all working, the first clutch 31 is in the disengaged state, the second clutch 32 is in the engaged state, and the synchronizer 44 controls the third rotating shaft 23 is connected with the output gear 72 of the third gear train 7.
  • the engine 40, the first motor 41 and the second motor 42 work together to jointly drive the vehicle, which can output larger power and improve the dynamic performance of the vehicle.
  • the kinetic energy of the engine 40 and the first motor 41 is transmitted to the second gear train 6 through the first rotating shaft 21, the second clutch 32, and the second transmission cylinder 12, and the power is connected with the second motor at the third rotating shaft 23.
  • the power coupling of 42 is transmitted to the wheels 10 through the differential 45, so that the purpose of three power sources simultaneously driving the vehicle is realized.
  • Fig. 11 is a schematic diagram of energy transfer of a hybrid power system in an energy recovery mode provided by an embodiment of the present disclosure. As shown in the figure, in the energy recovery mode, the engine 40 and the first motor 41 are not working, the second motor 42 is in the power generation mode, the first clutch 31 and the second clutch 32 are both in the disengaged state, and the synchronizer 44 controls the third The rotating shaft 23 is connected to the output gear 72 of the third gear train 7 .
  • 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 42 and store it in the power supply assembly 9 for backup.
  • the second motor 42 turns on the power generation mode, and the kinetic energy of the whole vehicle is transmitted to the third gear train 7 through the wheels 10, the differential 45, and the third rotating shaft 23, and then drives the third gear train 7 through the third gear train 7.
  • the second motor 42 generates power, and the electric energy is stored in the power supply assembly 9 through the inverter 92 to realize the energy recovery function of the second motor 42 .

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Arrangement Of Transmissions (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

一种双离合器组件、混合动力系统和车辆，属于汽车技术领域。包括第一转轴(21)、第二转轴(22)、空心轴(14)、第一离合器(31)和第二离合器(32)；所述第一转轴(21)和所述第二转轴(22)同轴间隔布置，所述空心轴(14)套在所述第二转轴(22)外；所述第一离合器(31)位于所述第一转轴(21)和所述第二转轴(22)之间，且所述第一离合器(31)的主动部(311)与所述第一转轴(21)相连，所述第一离合器(31)的从动部(312)与所述第二转轴(22)相连；所述第二离合器(32)的主动部(321)位于所述第一离合器(31)远离所述第二转轴(22)的一侧，且与所述第一转轴(21)相连，所述第二离合器(32)的从动部(322)与所述空心轴(14)相连。

Description

双离合器组件、混合动力系统和车辆
本公开要求2021年10月22日提交的申请号为202111232576.7、发明名称为“混合动力系统”的中国专利申请的优先权，其全部内容通过引用结合在本公开中。
技术领域
本公开涉及汽车技术领域，特别涉及一种双离合器组件、混合动力系统和车辆。
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，因而新能源汽车是发展的趋势。
在混合动力系统中通常会采用双离合器以实现多挡位切换，相关技术中的双离合器，一旦其中一个离合器故障需要维护更换时，需要整体更换，维护成本大。
发明内容
本公开实施例提供了一种双离合器组件、混合动力系统和车辆。
所述技术方案如下：
第一方面，提供了一种双离合器组件，包括第一转轴、第二转轴、空心轴、第一离合器和第二离合器；所述第一转轴和所述第二转轴同轴间隔布置，所述空心轴套在所述第二转轴外；所述第一离合器位于所述第一转轴和所述第二转轴之间，且所述第一离合器的主动部与所述第一转轴相连，所述第一离合器的从动部与所述第二转轴相连；所述第二离合器的主动部位于所述第一离合器远离所述第二转轴的一侧，且与所述第一转轴相连，所述第二离合器的从动部与所述空心轴相连。
可选地，所述第二转轴包括杆体和第一传动筒，所述第一传动筒位于所述 杆体的一端，且套在所述第一离合器外，与所述第一离合器的从动部相连；所述空心轴包括管体和所述第二传动筒，所述第二传动筒位于所述管体的一端，且套在所述第二离合器、所述第一传动筒外，与所述第二离合器的从动部相连。
第二方面，提供了一种混合动力系统，包括如前文所述的双离合器组件、发动机、第一电机、第一齿轮系和第二齿轮系；所述发动机和所述第一电机均与所述第一转轴传动连接；所述第一齿轮系的输入齿轮与所述第二转轴同轴连接，所述第二齿轮系的输入齿轮与所述空心轴同轴连接，所述第一齿轮系的输出齿轮和所述第二齿轮系的输出齿轮均与车轮传动连接。
可选地，所述双离合器组件还包括：第一传动筒和第二传动筒，第一传动筒位于第二传动筒中，且同轴布置；所述第一离合器位于所述第一传动筒内，所述第一离合器的从动部与所述第一传动筒的内壁相连，所述第一离合器的主动部与所述第一转轴同轴连接，所述第一传动筒与所述第二转轴同轴连接；所述第二离合器位于所述第二传动筒内，所述第二离合器的从动部与所述第二传动筒的内壁相连，所述第二离合器的主动部与所述第一转轴同轴连接，所述第二传动筒与所述空心轴同轴连接。
可选地，所述混合动力系统还包括行星轮系，所述行星轮系包括：齿圈、中心轮、多个行星轮和行星架，所述中心轮位于所述齿圈内，所述行星轮位于所述中心轮和所述齿圈之间，并与所述中心轮和所述齿圈啮合，所述行星架与所述中心轮同轴布置，且与多个所述行星轮相连；所述发动机与所述行星架连接，所述行星架与所述第一转轴同轴连接，所述第一电机与所述中心轮连接，所述齿圈锁止。
可选地，所述行星轮系位于所述第一电机的转子内，所述中心轮与所述第一电机的转子相连。
可选地，所述混合动力系统还包括圆环板，所述圆环板活动套装在所述第一转轴外且位于所述第一电机的转子内，所述圆环板的外边缘与所述第一电机的内壁相连，所述圆环板的内边缘与所述中心轮同轴连接。
可选地，所述混合动力系统还包括第二电机和第三转轴，所述第二电机与所述第三转轴传动连接；所述第一齿轮系的输出齿轮和所述第二齿轮系的输出齿轮均同轴套装在所述第三转轴外，所述第三转轴与车轮传动连接。
可选地，所述混合动力系统还包括：第三齿轮系和同步器；所述第三齿轮 系的输入齿轮与所述第二电机同轴连接，所述第三齿轮系的输出齿轮活动套装在所述第三转轴外；所述同步器套装在所述第三转轴外，所述同步器用于将所述第三转轴与所述第三齿轮系的输出齿轮连接或断开连接。
可选地，所述混合动力系统还包括：第三齿轮系和第三离合器；所述第三齿轮系的输入齿轮通过所述第三离合器与所述第二电机同轴连接，所述第三齿轮系的输出齿轮固定套装在所述第三转轴外。
可选地，所述混合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。
可选地，所述混合动力系统还包括第四离合器，所述第四离合器连接在所述第一转轴和所述发动机之间。
第三发面，提供了一种车辆，所述车辆包括如前文所述的混合动力系统。
本公开实施例提供的技术方案带来的有益效果至少包括：
本公开实施例提供的混合动力系统中，第一离合器的主动部和第二离合器的主动部均与第一转轴相连，第一离合器的从动部与第二转轴相连，第二离合器的从动部和空心轴相连。这样动力经第一转轴后传递中两个离合器后，可以通过两个离合器分别传递至不同的变速机构，以实现变速传动。
由于两个离合器的主动部均与第一转轴相连以接收动力，且两个离合器的从动部不再同时安装在同一个支撑筒内，而是分别单独与不同变速机构相连，这样在其中一个离合器损坏后，可以仅更换其中离合器即可完成维护，无需同时拆卸更换两个离合器，因而能提高维护效率且降低维护成本。同时，由于空心轴套装在第二转轴外，即第二转轴要穿过空心轴才能与第一离合器的从动部相连，所以两个离合器在轴向上是叠加布置的，这样将其中一个离合器设置在另一个离合器的内部，能有效缩减传动结构的轴向尺寸，不会增大动力系统在车辆中的空间占比。
附图说明
为了更清楚地说明本公开实施例中的技术方案，下面将对实施例描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本公开的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下， 还可以根据这些附图获得其他的附图。
图1是本公开实施例提供的一种混合动力系统的结构示意图；
图2是本公开实施例提供的一种双离合器组件的结构示意图；
图3是本公开实施例提供的一种混合动力系统的结构示意图；
图4是本公开实施例提供的一种混合动力系统的结构示意图；
图5是本公开实施例提供的一种混合动力系统在纯发动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混合动力系统在纯发动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混合动力系统在纯电动模式下的能量传递示意图；
图8是本公开实施例提供的一种混合动力系统在混合驱动模式下的能量传递示意图；
图9是本公开实施例提供的一种混合动力系统在混合驱动模式下的能量传递示意图；
图10是本公开实施例提供的一种混合动力系统在混合驱动模式下的能量传递示意图；
图11是本公开实施例提供的一种混合动力系统在能量回收模式下的能量传递示意图。
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混合动力系统的结构示意图。如图1所示，该传动结构包括：双离合器组件、发动机40、第一电机41、第一齿轮系5和第二齿轮系6。
图2是本公开实施例提供的一种双离合器组件的结构示意图。如图2所示，双离合器组件包括：第一转轴21、第二转轴22、空心轴14、第一离合器31和第二离合器32，第一转轴21和第二转轴22同轴间隔布置，空心轴14套装在第二转轴22外，第一离合器31位于第一转轴21和第二转轴22之间，且第一离合器31的主动部311与第一转轴21相连，第一离合器31的从动部312与第二转轴22相连，第二离合器32的主动部321位于第一离合器31远离第二转轴22的一侧，且第二离合器32的主动部321与第一转轴21相连，第二离合器32的从动部322与空心轴14相连。
如图1所示，发动机40和第一电机41均与第一转轴21传动连接。
如图1所示，第一齿轮系5的输入齿轮51与第二转轴22同轴连接，第二齿轮系6的输入齿轮61与空心轴14同轴连接，第一齿轮系5的输出齿轮52和第二齿轮系6的输出齿轮62均与车轮10传动连接。
本公开实施例提供的混合动力系统中，第一离合器31的主动部311和第二离合器32的主动部321均与第一转轴21相连，第一离合器31的从动部312与第二转轴22相连，第二离合器32的从动部322和空心轴14相连。这样动力经第一转轴21后传递中两个离合器后，可以通过两个离合器分别传递至不同的变速机构，以实现变速传动。
由于两个离合器的主动部均与第一转轴21相连以接收动力，且两个离合器的从动部不再同时安装在同一个支撑筒内，而是分别单独与不同变速机构相连，这样在其中一个离合器损坏后，可以仅更换其中离合器即可完成维护，无需同时拆卸更换两个离合器，因而能提高维护效率且降低维护成本。同时，由于空心轴14套装在第二转轴22外，即第二转轴22要穿过空心轴14才能与第一离合器31的从动部312相连，所以两个离合器在轴向上是叠加布置的，这样将其 中一个离合器设置在另一个离合器的内部，能有效缩减传动结构的轴向尺寸，不会增大动力系统在车辆中的空间占比。
其中，从动部可以是离合器的飞轮，主动部可以是离合器的从动盘。由于两个离合器为可以双向传递动力的离合器，因此，飞轮盘作为主动部分的时候，可以带动从动盘一起转动，且从动盘作为主动部分的时候，也可以带动飞轮一起转动。在离合器处于分离状态时，离合器的飞轮和离合器的从动盘相互分离，从而使得与飞轮连接的部件和与从动盘连接的部件无法进行动力传递；在离合器处于结合状态时，离合器的飞轮和离合器的从动盘相互结合，飞轮可以带动从动盘转动，从而使得与飞轮连接的部件上的动力可以传导至与从动盘连接的部件上。
本公开实施例中，混合动力系统在工作过程中，发动机40和第一电机41均与第一转轴21传动连接，得以将动力传递至第一转轴21，以及均与第一转轴21同轴连接的第一离合器31的主动部311和第二离合器32的主动部321。
在控制第一离合器31处于结合状态后，发动机40和第一电机41的动力就能通过第一离合器31、第一传动筒11传递至第一齿轮系5，并最终经第一齿轮系5的输出齿轮52传递至车轮10，以驱动车辆行驶。
在控制第二离合器32处于结合状态后，发动机40和第一电机41的动力就能通过第二离合器32、第二传动筒12传递至第二齿轮系6，并最终经第二齿轮系6的输出齿轮62传递至车轮10，以驱动车辆行驶。
该混合动力系统在工作时，动力源与第一转轴21传动连接，能将动力传递至两个离合器处，并由两个传动筒分别传递至不同的齿轮系，从而实现多挡位切换的目的。
本公开实施例中，第一齿轮系5和第二齿轮系6的传动比不相同，因此切换连接第一齿轮系5或第二齿轮系6可以使发动机40和第一电机41在不同的挡位模式下驱动车辆。
本公开实施例中，第一齿轮系5和第二齿轮系6均至少包括输入齿轮和输出齿轮，且输入齿轮和输出齿轮传动连接，以使动力可以通过输入齿轮传输至输出齿轮。
可选地，第一齿轮系5的输入齿轮51和输出齿轮可以直接啮合，第二齿轮系6的输入齿轮61和输出齿轮可以直接啮合，以实现输入齿轮和输出齿轮的传 动连接。输入齿轮和输出齿轮之间还可以设置至少一个连接齿轮。例如，当仅设置一个连接齿轮时，连接齿轮则分别与输入齿轮和输出齿轮啮合，以实现输入齿轮和输出齿轮的传动连接。
需要说明的是，第一齿轮系5和第二齿轮系6中具体设置多少个齿轮，具体可以根据实际需求确定。由于齿轮系中设置齿轮的数量会影响齿轮系的传动比，因而，可以结合汽车的动力需求，调整齿轮系中齿轮的数量。
如图2所示，第二转轴22包括杆体220和第一传动筒11，第一传动筒11位于杆体220的一端，且第一传动筒11套在第一离合器31外，第一传动筒11与第一离合器31的从动部312相连。
如图2所示，空心轴14包括管体140和第二传动筒12，第二传动筒12位于管体140的一端，且套在第二离合器32、第一传动筒11外，与第二离合器32的从动部322相连。
通过将第一离合器31和第二离合器32分别设置在第一传动筒11和第二传动筒12内，使两个离合器能分别采用单独的传动筒作为安装载体，这样在其中一个离合器损坏后，可以仅更换其中一个传动筒及其上安装的离合器即可完成维护，无需同时拆卸更换两个离合器，因而能提高维护效率且降低维护成本。同时，由于第二传动筒12是套装在第一传动筒11外的，这样将其中一个离合器设置在另一个离合器的内部，能有效缩减传动结构的轴向尺寸，不会增大动力系统在车辆中的空间占比。
可选地，如图1所示，第一传动筒11和第二传动筒12均具有相反的开口端和封闭端，第一传动筒11的开口端和第二传动筒12的开口端均朝向同一侧。通过将第一传动筒11和第二传动筒12的开口端朝向同一侧，方便装配。
如图1所示，传动结构还包括第二转轴22，第二传动筒12的封闭端具有通孔13，第二转轴22位于通孔13内且一端与第一传动筒11的封闭端同轴连接。
由于第一传动筒11是插装在第二传动筒12内的，为便于将第一传动筒11的动力传递至第二传动筒12外，通过在第二传动筒12内的封闭端开设通孔13，并将第二转轴22的一端穿过通孔13，使第二转轴22的一端与第一传动筒11的封闭端同轴连接。这样第一传动筒11在第二传动筒12内转动时，也能通过第一转轴21将动力传递与第一传动筒11传动连接的齿轮系，以实现动力传递的目的。
示例性地，在第二传动筒12内还设置有轴承，轴承的外圈与第二传动筒12的内壁相连，轴承的内圈套装在第一传动筒11外且与第一传动筒11的外壁相连，轴承的内圈可自转地插装在轴承的外圈内。这样第一传动筒11插装在第二传动筒12后，以轴承作为安装载体，就能实现活动插装在第二传动筒12内的目的。
可选地，如图1所示，空心轴14的一端与通孔13同轴连接，第二转轴22可转动地插装在空心轴14内。
其中，空心轴14的另一端用于与齿轮系的输入齿轮同轴连接，从而能将第二传动筒12的动力传递给至齿轮系。同时，第二转轴22插装在空心轴14内，通过空心轴14的内壁对第二转轴22进行限位，以避免第二转轴22插装在通孔13后出现较大的偏差，且还可以为第一传动筒11的装配定位。
示例性地，在空心轴14内还设置有轴承，轴承的外圈与空心轴14的内壁相连，轴承的内圈套装在第二转轴22外且与第二转轴22的外壁相连，轴承的内圈可自转地插装在轴承的外圈内。这样第二转轴22插装在空心轴14后，以轴承作为安装载体，就能实现活动插装在空心轴14内的目的。
可选地，如图1所示，混合动力系统还包括行星轮系，行星轮系包括：齿圈81、中心轮82、多个行星轮83和行星架84，中心轮82位于齿圈81内，行星轮83位于中心轮82和齿圈81之间，并行星轮83与中心轮82和齿圈81啮合，行星架84与中心轮82同轴布置，且行星架84与多个行星轮83相连。
如图1所示，发动机40与行星架84同轴连接，行星架84与第一转轴21同轴连接，第一电机41与中心轮82同轴连接，齿圈81锁止。
上述实现方式中，第一电机41与第一转轴21之间通过行星轮系连接，第一电机41的动力能依次经中心轮82、行星轮83和行星架84传递至第一转轴21，以将动力传递至第一转轴21。
并且，在发动机40和第一电机41一起工作时，在行星架84满足输出转速的情况下，可以调节第一电机41的转速，减少发动机40的动力输出，节省能源，实现对发动机40的高效利用。
如图1所示，行星轮系位于第一电机41的转子内，中心轮82与第一电机41的转子相连。通过将行星轮系设置在第一电机41的转子内，能缩减混合动力 系统的轴向尺寸，且不增加混合动力系统的整体尺寸。
如图1所示，混合动力系统还包括圆环板43，圆环板43活动套装在第一转轴21外且位于第一电机41的转子内，圆环板43的外边缘与第一电机41的内壁相连，圆环板43的内边缘与中心轮82同轴连接。
其中，圆环板43位于第一电机41的一端，这样圆环板43与第一电机41装配后，不会占用过多用于安装行星轮系的空间，有利于缩减混合动力系统的整体尺寸。同时，圆环板43设置在行星轮系和第二传动筒12之间，通过圆环板43的隔断，能有效避免因第二传动筒12与行星轮系设置间距过小而导致第二传动筒12和行星轮系之间出现干扰的问题，提高可靠性。
可选地，如图2所示，混合动力系统还包括第二电机42和第三转轴23，第二电机42与第三转轴23传动连接；第一齿轮系5的输出齿轮52和第二齿轮系6的输出齿轮62均同轴套装在第三转轴23外，第三转轴23与车轮10传动连接。
上述实现方式还设置有第二电机42，并通过第三转轴23将第二电机42接入混合动力系统中，以使第二电机42也能驱动车辆行驶，从而增强混合动力系统的动力性能。
如图1所示，混合动力系统还包括：第三齿轮系7和同步器44；第三齿轮系7的输入齿轮71与第二电机42同轴连接，第三齿轮系7的输出齿轮72活动套装在第三转轴23外。
其中，同步器44套装在第三转轴23外，同步器44用于将第三转轴23与第三齿轮系7的输出齿轮72连接或断开连接。
上述实现方式中，通过控制同步器44在第三转轴23上移动，就可以控制同步器44与第三齿轮系7的输入齿轮71连接或断开连接。即通过同步器44可以将第三齿轮系7的输入齿轮71与第三转轴23传动连接在一起。而第二电机42是与第三齿轮系7的输出齿轮72同轴连接的，因此，同步器44可以控制第三转轴23与第一电机41之间的动力通断。
这样在无需第二电机42工作时，可以由同步器44控制第二电机42与第三转轴23之间断开连接，从而避免发动机40输出的动力拖曳第二电机42转动，有效改善能量损失的问题。
本公开实施例中，第三齿轮系7均至少包括输入齿轮和输出齿轮，且输入齿轮和输出齿轮传动连接，以使动力可以通过输入齿轮传输至输出齿轮。
可选地，第三齿轮系7的输入齿轮71和输出齿轮可以直接啮合，以实现输入齿轮和输出齿轮的传动连接。输入齿轮和输出齿轮之间还可以设置至少一个连接齿轮。例如，当仅设置一个连接齿轮时，连接齿轮则分别与输入齿轮和输出齿轮啮合，以实现输入齿轮和输出齿轮的传动连接。
需要说明的是，第三齿轮系7中具体设置多少个齿轮，具体可以根据实际需求确定。由于齿轮系中设置齿轮的数量会影响齿轮系的传动比，因而，可以结合汽车的动力需求，调整齿轮系中齿轮的数量。
图3是本公开实施例提供的一种混合动力系统的结构示意图。如图3所示，混合动力系统还包括第三齿轮系7和第三离合器33；第三齿轮系7的输入齿轮71与第二电机42同轴连接，第三齿轮系7的输出齿轮72固定套装在第三转轴23外；第三离合器33连接在第三齿轮系7的输入齿轮71和第二电机42之间。
上述实现方式中，第二电机42与第三齿轮系7的输入齿轮71同轴连接，第三齿轮系7的输出齿轮72固定套装在第三转轴23外，第三离合器33设置在第三齿轮系7的输入齿轮71和第二电机42之间。这样就能通过第三离合器33中断或连接第二电机42和第三转轴23。
这样在无需第二电机42工作时，可以由控制第三离合器33处于分离状态，让第二电机42与第三转轴23之间断开连接，从而避免发动机40或第一电机41输出的动力会经第三转轴23传递至第二电机42处，以拖曳第二电机42转动，有效改善能量损失的问题。
图4是本公开实施例提供的一种混合动力系统的结构示意图。如图4所示，混合动力系统还包括第四离合器34，第四离合器34连接在行星架84和发动机40之间。
第四同步器44用于中断发动机40与第一转轴21之间的动力传递。这样当不需要发动机40工作时，控制第四离合器34处于分离状态，以隔断发动机40和第一转轴21之间的动力传递，避免能量损失。
可选地，如图2所示，混合动力系统还包括差速器45，差速器45的输入齿轮与第三转轴23传动连接，差速器45与车轮10传动连接。
本公开实施例中，差速器45的输入齿轮与第三转轴23传动连接，以接收 从第三转轴23传递而来的动力，以实现驱动车轮10转动的目的。
其中，差速器45能使与差速器45连接的车轮10实现以不同转速转动。当汽车转弯行驶时，汽车的内侧车轮10和汽车的外侧车轮10的转弯半径不同，外侧车轮10的转弯半径要大于内侧车轮10的转弯半径，这就要求在转弯时外侧车轮10的转速要高于内侧车轮10的转速，利用差速器45可以使两个车轮10以不同转速滚动，从而实现两个车轮10转速的差异。
可选地，如图2所示，供电组件9包括：电池91和两个逆变器92，两个逆变器92分别与电池91连接，第一电机41与两个逆变器92中的一个连接，第二电机42与两个逆变器92中的另一个连接。
通过设置两个逆变器92，其一用于连接电池91和第一电机41，其二用于连接电池91和第二电机42。其中，电池91为可充电电池91，逆变器92设置在电池91的输出电路上，用于将电池91输出的直流电转换成三相交流电后驱动第一电机41或第二电机42。
本公开实施例提供了一种混合动力系统的控制方法，该控制方法适用于如前文所述的混合动力系统，包括：确定动力模式；根据动力模式控制发动机和第一电机的工作状态，以及第一离合器和第二离合器的连接状态。
其中，动力模式包括纯发动机模式、纯电动模式、混合驱动模式和能量回收模式。
以图2示意的混合动力系统为例，简要说明上述几种模式的控制方法。
图5是本公开实施例提供的一种混合动力系统在纯发动机模式下的能量传递示意图。如图5所示，在纯发动机模式中，发动机40工作，第一电机41和第二电机42均不工作，第一离合器31处于结合状态，第二离合器32处于分离状态，同步器44控制第三转轴23与第三齿轮系7的输出齿轮72断开连接。
此时，由发动机40单独驱动车辆行驶，发动机40输出的动力经第一转轴21、第一离合器31、第一传动筒11、第二转轴22传递至第一齿轮系5，再经第一齿轮系5、第三转轴23、差速器45传递给车轮10，实现由发动机40单独驱动车辆行驶的模式。
可选地，第一电机41可以根据车速和扭矩需求，调整为发电模式，即发动机40的输出动力的一部分会经行星轮系传递至第一电机41处，以驱动第一电 机41转动，从而驱使第一电机41发电。
图6是本公开实施例提供的一种混合动力系统在纯发动机模式下的能量传递示意图。如图6所示，在纯发动机模式中，发动机40工作，第一电机41和第二电机42均不工作，第一离合器31处于分离状态，第二离合器32处于结合状态，同步器44控制第三转轴23与第三齿轮系7的输出齿轮72断开连接。
此时，由发动机40单独驱动车辆行驶，发动机40输出的动力经第一转轴21、第二离合器32、第二传动筒12传递至第二齿轮系6，再经第二齿轮系6、第三转轴23、差速器45传递给车轮10，实现由发动机40单独驱动车辆行驶的模式。
可选地，第一电机41可以根据车速和扭矩需求，调整为发电模式，即发动机40的输出动力的一部分会经行星轮系传递至第一电机41处，以驱动第一电机41转动，从而驱使第一电机41发电。
图7是本公开实施例提供的一种混合动力系统在纯电动模式下的能量传递示意图。如图7所示，在纯电动模式中，发动机40和第一电机41不工作，第二电机42工作，第一离合器31和第二离合器32均处于分离状态，同步器44控制第三转轴23与第三齿轮系7的输出齿轮72连接。
此时，第二电机42驱动车辆行驶。供电组件9放电，经过逆变器92直流电转换为三相交流电后驱动第二电机42旋转，第二电机42将电能转换为机械能传递给第三齿轮系7和第三转轴23，再经差速器45传递给车轮10，实现第二电机42驱动车辆行驶模式。
本公开实施例中，纯电动模式下，还可以由第一电机41和第二电机42一起共同驱动车辆行驶。此时，第一电机41也输出动力驱动车辆行驶。其中，第一电机41的动力可以在第一离合器31或第二离合器32的控制下，由第一齿轮系5或第二齿轮系6传递至第三转轴23，并在第三转轴23处与第二电机42输出的动力耦合，从而共同驱动车辆行驶。
可选地，在纯电动模式下，车辆还可以倒挡行驶，此时第二电机42反转实现倒车。
图8是本公开实施例提供的一种混合动力系统在混合驱动模式下的能量传递示意图。如图8所示，在混合驱动模式下，发动机40和第二电机42均工作，第一电机41处于发电模式，第一离合器31和第二离合器32均处于分离状态，同步器44控制第三转轴23与第三齿轮系7的输出齿轮72连接。
此时，发动机40、第一电机41和第二电机42共同协调工作，联合驱动车辆行驶。发动机40运行在高效区，发动机40输出的动力经行星轮系传递至第一电机41，以驱动第一电机41发电，第一电机41发出的电能存储与供电组件9中。且供电组件9输出电能供第二电机42驱动车辆行驶。当第一电机41的发电量不足时，由供电组件9补充，第一电机41和供电组件9共同满足第二电机42的电量需求。
图9是本公开实施例提供的一种混合动力系统在混合驱动模式下的能量传递示意图。如图9所示，在混合驱动模式下，发动机40、第一电机41和第二电机42均工作，第一离合器31处于结合状态，第二离合器32处于分离状态，同步器44控制第三转轴23与第三齿轮系7的输出齿轮72连接。
此时，发动机40、第一电机41和第二电机42共同工作，联合驱动车辆行驶，可以输出较大的功率，提高整车动力性。该混合驱动模式下，发动机40和第一电机41的动能通过第一转轴21、第一离合器31、第一传动筒11、第二转轴22传递至第一齿轮系5，动力在第三转轴23处与第二电机42的动力耦合，经差速器45传递至车轮10，实现三个动力源同时驱动车辆行驶的目的。
图10是本公开实施例提供的一种混合动力系统在混合驱动模式下的能量传递示意图。如图10所示，在混合驱动模式下，发动机40、第一电机41和第二电机42均工作，第一离合器31处于分离状态，第二离合器32处于结合状态，同步器44控制第三转轴23与第三齿轮系7的输出齿轮72连接。
此时，发动机40、第一电机41和第二电机42共同工作，联合驱动车辆行驶，可以输出较大的功率，提高整车动力性。该混合驱动模式下，发动机40和第一电机41的动能通过第一转轴21、第二离合器32、第二传动筒12传递到第二齿轮系6，动力在第三转轴23处与第二电机42的动力耦合，经差速器45传递至车轮10，实现三个动力源同时驱动车辆行驶的目的。
图11是本公开实施例提供的一种混合动力系统在能量回收模式下的能量传递示意图。如图所示，在能量回收模式中，发动机40和第一电机41均不工作，第二电机42处于发电模式，第一离合器31和第二离合器32均处于分离状态，同步器44控制第三转轴23与第三齿轮系7的输出齿轮72连接。
此时，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42转换为电能，存入供电组件9中备用。在滑行和制动工况下，第二电机42开启发电模式，整车动能通过车轮10、差速器45、第三转轴23传递至第三齿轮系7，再经第三齿轮系7驱动第二电机42进行发电，电能通过逆变器92储存至供电组件9中，实现第二电机42的能量回收功能。
以上，并非对本公开作任何形式上的限制，虽然本公开已通过实施例揭露如上，然而并非用以限定本公开，任何熟悉本专业的技术人员，在不脱离本公开技术方案范围内，当可利用上述揭示的技术内容作出些许更动或修饰为等同变化的等效实施例，但凡是未脱离本公开技术方案的内容，依据本公开的技术实质对以上实施例所作的任何简单修改、等同变化与修饰，均仍属于本公开技术方案的范围内。

Claims (12)

  1. 一种双离合器组件，其特征在于，包括第一转轴(21)、第二转轴(22)、空心轴(14)、第一离合器(31)和第二离合器(32)；
    所述第一转轴(21)和所述第二转轴(22)同轴间隔布置，所述空心轴(14)套在所述第二转轴(22)外；
    所述第一离合器(31)位于所述第一转轴(21)和所述第二转轴(22)之间，且所述第一离合器(31)的主动部(311)与所述第一转轴(21)相连，所述第一离合器(31)的从动部(312)与所述第二转轴(22)相连；
    所述第二离合器(32)的主动部(321)位于所述第一离合器(31)远离所述第二转轴(22)的一侧，且与所述第一转轴(21)相连，所述第二离合器(32)的从动部(322)与所述空心轴(14)相连。
  2. 根据权利要求1所述的双离合器组件，其特征在于，所述第二转轴(22)包括杆体(220)和第一传动筒(11)，所述第一传动筒(11)位于所述杆体(220)的一端，且套在所述第一离合器(31)外，与所述第一离合器(31)的从动部(312)相连；
    所述空心轴(14)包括管体(140)和第二传动筒(12)，所述第二传动筒(12)位于所述管体(140)的一端，且套在所述第二离合器(32)、所述第一传动筒(11)外，与所述第二离合器(32)的从动部(322)相连。
  3. 一种混合动力系统，其特征在于，包括：如权利要求1或2所述的双离合器组件、发动机(40)、第一电机(41)、第一齿轮系(5)和第二齿轮系(6)；
    所述发动机(40)和所述第一电机(41)均与所述第一转轴(21)传动连接；
    所述第一齿轮系(5)的输入齿轮与所述第二转轴(22)同轴连接，所述第二齿轮系(6)的输入齿轮与所述空心轴(14)同轴连接，所述第一齿轮系(5)的输出齿轮和所述第二齿轮系(6)的输出齿轮均与车轮(10)传动连接。
  4. 根据权利要求3所述的混合动力系统，其特征在于，所述混合动力系统 还包括行星轮系，所述行星轮系包括：齿圈(81)、中心轮(82)、多个行星轮(83)和行星架(84)，所述中心轮(82)位于所述齿圈(81)内，所述行星轮(83)位于所述中心轮(82)和所述齿圈(81)之间，并与所述中心轮(82)和所述齿圈(81)啮合，所述行星架(84)与所述中心轮(82)同轴布置，且与多个所述行星轮(83)相连；
    所述发动机(40)与所述行星架(84)连接，所述行星架(84)与所述第一转轴(21)同轴连接，所述第一电机(41)与所述中心轮(82)连接，所述齿圈(81)锁止。
  5. 根据权利要求4所述的混合动力系统，其特征在于，所述行星轮系位于所述第一电机(41)的转子内，所述中心轮(82)与所述第一电机(41)的转子相连。
  6. 根据权利要求5所述的混合动力系统，其特征在于，所述混合动力系统还包括圆环板(43)，所述圆环板(43)活动套装在所述第一转轴(21)外且位于所述第一电机(41)的转子内，所述圆环板(43)的外边缘与所述第一电机(41)的内壁相连，所述圆环板(43)的内边缘与所述中心轮(82)同轴连接。
  7. 根据权利要求3至6任一项所述的混合动力系统，其特征在于，所述混合动力系统还包括第二电机(42)和第三转轴(23)，所述第二电机(42)与所述第三转轴(23)传动连接；
    所述第一齿轮系(5)的输出齿轮和所述第二齿轮系(6)的输出齿轮均同轴套装在所述第三转轴(23)外，所述第三转轴(23)与车轮(10)传动连接。
  8. 根据权利要求7所述的混合动力系统，其特征在于，所述混合动力系统还包括：第三齿轮系(7)和同步器(44)；
    所述第三齿轮系(7)的输入齿轮与所述第二电机(42)同轴连接，所述第三齿轮系(7)的输出齿轮活动套装在所述第三转轴(23)外；
    所述同步器(44)套装在所述第三转轴(23)外，所述同步器(44)用于将所述第三转轴(23)与所述第三齿轮系(7)的输出齿轮连接或断开连接。
  9. 根据权利要求7所述的混合动力系统，其特征在于，所述混合动力系统还包括：第三齿轮系(7)和第三离合器(33)；
    所述第三齿轮系(7)的输入齿轮通过所述第三离合器(33)与所述第二电机(42)同轴连接，所述第三齿轮系(7)的输出齿轮固定套装在所述第三转轴(23)外。
  10. 根据权利要求7所述的混合动力系统，其特征在于，所述混合动力系统还包括供电组件(9)，所述供电组件(9)包括：电池(91)和两个逆变器(92)，两个所述逆变器(92)分别与所述电池(91)连接，所述第一电机(41)与两个所述逆变器(92)中的一个连接，所述第二电机(42)与两个所述逆变器(92)中的另一个连接。
  11. 根据权利要求3至6任一项所述的混合动力系统，其特征在于，所述混合动力系统还包括第四离合器(34)，所述第四离合器(34)连接在所述第一转轴(21)和所述发动机(40)之间。
  12. 一种车辆，所述车辆包括如权利要求3至11任一项所述的混合动力系统。
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