WO2023134222A1 - Système de transmission de puissance et véhicule - Google Patents

Système de transmission de puissance et véhicule Download PDF

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Publication number
WO2023134222A1
WO2023134222A1 PCT/CN2022/121669 CN2022121669W WO2023134222A1 WO 2023134222 A1 WO2023134222 A1 WO 2023134222A1 CN 2022121669 W CN2022121669 W CN 2022121669W WO 2023134222 A1 WO2023134222 A1 WO 2023134222A1
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WO
WIPO (PCT)
Prior art keywords
gear
shaft
input
output
power
Prior art date
Application number
PCT/CN2022/121669
Other languages
English (en)
Chinese (zh)
Inventor
贾军风
唐子威
董利杰
Original Assignee
如果科技有限公司
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Publication of WO2023134222A1 publication Critical patent/WO2023134222A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; 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
    • B60K6/26—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
    • B60K6/50—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
    • 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 vehicles, in particular to a power transmission system and a vehicle.
  • hybrid technology In related technologies, with the development of hybrid technology, the fields that hybrid technology can be applied to are gradually increasing. Although the hybrid technology applied to cars is relatively mature, the load of cars is light, so it can be applied to cars. The gears of the transmission system cannot be adapted to heavy-duty vehicles. In particular, hybrid power transmission systems applied to commercial vehicles have power interruptions when shifting gears. Power interruptions in heavy-duty vehicles will seriously affect the performance of the vehicle. Driving performance and safety. Therefore, under the background of gasoline-electric hybrid technology, how to develop a vehicle suitable for heavy loads and how to solve the power interruption during the shifting process has become a technical problem in this field.
  • the power-split hybrid drive system using a planetary gear and dual-motor coupling architecture is widely used in the field of passenger vehicles, but is limited by the driving capability of single-gear power-split.
  • single-gear input power-split hybrid The powertrain system has great limitations, and it is necessary to greatly increase the power and torque parameter matching of the dual motors to improve the traction capacity of the vehicle, which inevitably increases the cost of the assembly system.
  • the single-speed power split hybrid powertrain system will increase the fuel consumption of the vehicle and deteriorate the fuel economy of the vehicle.
  • hybrid power is mainly based on the single-motor P2 parallel hybrid architecture, and the fuel-saving effect of the P2 hybrid system in urban conditions is significantly lower than that of dual-motor power split and series-parallel hybrid systems , but the continuous climbing dynamics of the P2 hybrid system and the fuel economy at high speeds are better.
  • One of the objectives of the embodiments of the present application is to provide a power transmission system and a vehicle.
  • a power transmission system including:
  • a planetary gear system the planetary gear system includes: a sun gear, a planet carrier and a ring gear, the engine is connected to the planet carrier through a first power input shaft, and the first motor generator is connected to the planet carrier through a second power input shaft The sun gear is connected;
  • the third power input shaft is connected to the second motor generator
  • ring gear connecting shaft is connected with the ring gear
  • the first intermediate shaft is linked with the third power input shaft, and selectively linked with the ring gear connection shaft;
  • the second intermediate shaft is linked with the ring gear connection shaft
  • An output shaft, the output shaft is selectively linked with at least one of the first intermediate shaft, the second intermediate shaft, and the ring gear connection shaft.
  • the power transmission system further includes:
  • the reverse gear shaft is arranged between the first intermediate shaft and the ring gear connecting shaft, and the ring gear connecting shaft can be selectively connected to the first intermediate shaft through the reverse gear shaft linkage.
  • the first intermediate shaft is provided with a first input gear of the first intermediate shaft and a second input gear of the first intermediate shaft
  • the connecting shaft of the ring gear is vacantly sleeved with the second input gear of the first intermediate shaft.
  • the ring gear linked with the two input gears is connected to the reverse gear output gear
  • the third power input shaft is provided with a first input driving gear meshing with the first input gear of the first intermediate shaft.
  • the reverse gear shaft is provided with a reverse gear idler gear, and the reverse gear idler gear meshes with the second input gear of the first intermediate shaft and the reverse gear output gear of the ring gear connection shaft respectively.
  • the power transmission system further includes a first shifting device, which can selectively connect the third power input shaft or the ring gear connection shaft with the reverse output gear and the tooth The ring connecting shaft is engaged.
  • the ring gear connection shaft is provided with a second input drive gear
  • the second countershaft is provided with a second countershaft input gear
  • the second countershaft input gear is connected to the second countershaft input gear.
  • Input drive gear meshes.
  • the power transmission system further includes a second shifting device, and the second shifting device selectively couples the output shaft with the second intermediate shaft or the ring gear connection shaft.
  • the first input gear of the output shaft is vacantly sleeved on the output shaft, and the second intermediate shaft output gear meshing with the first input gear of the output shaft is arranged on the second intermediate shaft;
  • a second shifting device selectively couples the output shaft first input gear with the output shaft.
  • the first intermediate shaft is linked with the output shaft through multiple pairs of gear sets with different speed ratios; the first intermediate shaft can be selectively output through one pair of the gear sets.
  • the second input gear of the output shaft and the third input gear of the output shaft are vacantly sleeved on the output shaft, and a first intermediate gear meshing with the second input gear of the output shaft is provided on the first intermediate shaft.
  • the first output gear of the shaft and the second output gear of the first countershaft meshed with the third input gear of the output shaft;
  • a shaft second input gear or an output shaft third input gear engages the output shaft.
  • the engine, the first motor-generator and the second motor-generator are coaxially arranged, and the second power input shaft of the first motor-generator is spaced from the engine ( 1) the outer circumference of the first power input shaft;
  • the output shafts of the engine, the first motor generator and the second motor generator are parallel.
  • a plurality of the first intermediate shaft and the second intermediate shaft are provided, and the plurality of the first intermediate shafts and the plurality of the second intermediate shafts are arranged on the ring gear connection the outer circumference of the shaft.
  • a vehicle including the power transmission system described in any one of the first aspects.
  • the stepless speed regulation power shunting between the engine and the first motor-generator is realized by using the planetary gear train, and then the second motor-generator is assisted to realize the torque amplification, which improves the connection shaft of the ring gear. While outputting torque, the heat loss generated by the traditional hydraulic torque converter is avoided, and the transmission efficiency is high.
  • the beneficial effect of the second aspect provided by the embodiment of the present application is the same as the beneficial effect of the first aspect above, please refer to the beneficial effect of the first aspect above.
  • FIG. 1 is a schematic structural view of a coaxially arranged four-speed power transmission system according to an embodiment of the present application
  • Fig. 2 is a schematic structural view of a four-speed power transmission system arranged in parallel according to an embodiment of the present application;
  • FIG. 3 is a schematic structural view of a coaxially arranged four-speed power transmission system according to another embodiment of the present application.
  • Fig. 4 is a schematic structural diagram of a four-speed power transmission system arranged in parallel according to another embodiment of the present application.
  • Fig. 5 is a schematic structural view of a six-speed power transmission system arranged coaxially according to an embodiment of the present application
  • FIG. 6 is a schematic structural diagram of a six-speed power transmission system arranged in parallel according to an embodiment of the present application.
  • Fig. 7 is a schematic structural diagram of a six-speed power transmission system arranged coaxially according to another embodiment of the present application.
  • Fig. 8 is a schematic structural diagram of a six-speed power transmission system arranged in parallel according to another embodiment of the present application.
  • hybrid technology In related technologies, with the development of hybrid technology, the fields that hybrid technology can be applied to are gradually increasing. Although the hybrid technology applied to cars is relatively mature, the load of cars is light, so it can be applied to cars. The gears of the transmission system cannot be adapted to heavy-duty vehicles. In particular, hybrid power transmission systems applied to commercial vehicles have power interruptions when shifting gears. Power interruptions in heavy-duty vehicles will seriously affect the performance of the vehicle. Driving performance and safety. Therefore, under the background of gasoline-electric hybrid technology, how to develop a vehicle suitable for heavy loads and how to solve the power interruption during the shifting process has become a technical problem in this field.
  • the power-split hybrid drive system using a planetary gear and dual-motor coupling architecture is widely used in the field of passenger vehicles, but is limited by the driving capability of single-gear power-split.
  • single-gear input power-split hybrid The powertrain system has great limitations, and it is necessary to greatly increase the power and torque parameter matching of the dual motors to improve the traction capacity of the vehicle, which inevitably increases the cost of the assembly system.
  • the single-speed power split hybrid powertrain system will increase the fuel consumption of the vehicle and deteriorate the fuel economy of the vehicle.
  • hybrid power is mainly based on the single-motor P2 parallel hybrid architecture, and the fuel-saving effect of the P2 hybrid system in urban conditions is significantly lower than that of dual-motor power split and series-parallel hybrid systems , but the continuous climbing dynamics of the P2 hybrid system and the fuel economy at high speeds are better.
  • FIGS. 1-8 A power transmission system according to an embodiment of the present application will be described below with reference to FIGS. 1-8 .
  • the power transmission system includes: an engine 1, a first motor-generator 2 and a second motor-generator 3, the engine 1, the first motor-generator 2 and the second motor-generator 3 are located on the same axis, and the first motor-generator
  • the second power input shaft 20 of the generator 2 is sleeved on the outer periphery of the first power input shaft 10 of the engine 1;
  • the planetary gear system 4, the planetary gear system 4 includes: the sun gear 41, the planet carrier 42 and the ring gear 43, the engine 1
  • the first power input shaft 10 is connected to the planet carrier 42, the first motor generator 2 is connected to the sun gear 41 through the second power input shaft 20;
  • the third power input shaft 30, the third power input shaft 30 is connected to the second motor generator
  • the machine 3 is connected;
  • the ring gear connecting shaft 40, the ring gear connecting shaft 40 is connected with the ring gear 43;
  • the first intermediate shaft 50, the first intermediate shaft 50 is linked with the third power input shaft 30, and can be
  • This application uses the planetary gear train 4 to couple the power of the engine 1 and the first motor generator 2, the first motor generator 2 is used as a speed-regulating motor, and when the engine 1 outputs power, the first motor-generator 2 can regulate the speed To generate electricity to improve the output efficiency of the motor, the ring gear 43 is finally output through the ring gear connection shaft 40 .
  • the vehicle can be in the continuously variable speed mode.
  • the first motor-generator 2 is used as a speed-regulating motor, the power output by the ring gear 43 can work under different speed conditions.
  • the second The motor generator 3 is used as an electric motor to output together with the engine 1, so as to increase the output power of the power transmission system and improve the ability of the vehicle to get out of trouble.
  • a reverse gear shaft 80 is also provided.
  • the reverse gear shaft 80 is arranged between the ring gear connecting shaft 40 and the first intermediate shaft 50.
  • the power is transmitted to the reverse gear shaft 80 through the ring gear connecting shaft 40 , and then transmitted to the output shaft 70 through the reverse gear shaft 80 and the first intermediate shaft 50 to realize the reverse gear output of the vehicle.
  • the stepless speed regulation power distribution between the engine 1 and the first motor generator 2 is realized by using the planetary gear train 4, and then realized by the power assist of the second motor generator 3 Torque amplification, while increasing the output torque of the ring gear connecting shaft 40, avoids the heat loss generated by the traditional torque converter, and has high transmission efficiency;
  • the reverse gear shaft arranged in between makes the engine power output of the power transmission system in the reverse gear situation further improved, so that the power transmission system according to the application has more excellent ability to get out of trouble and power in the reverse gear state. performance.
  • the first intermediate shaft 50 is provided with a first intermediate shaft first input gear 51 and a first intermediate shaft second input gear 52R.
  • the ring gear linked with the two input gears 52R is connected to the reverse output gear 41R, and the third power input shaft 30 is provided with a first input drive gear 31 meshing with the first input gear 51 of the first intermediate shaft.
  • the ring gear connecting shaft 40 and the first intermediate shaft 50 are linked through the meshing of the input gear of the first intermediate shaft 50 and the first input driving gear 31, so that the power output by the second motor generator 3 can pass through the first intermediate shaft 50 for output.
  • the reverse gear shaft 80 is provided with a reverse gear idler gear 42R, and the reverse gear idler gear 42R meshes with the first intermediate shaft second input gear 52R and the ring gear connection shaft reverse gear output gear 41R respectively. . Therefore, the power output by the ring gear connecting shaft 40 is transmitted to the first intermediate shaft 50 through the reverse gear shaft 80 to be output by the first intermediate shaft 50 .
  • the power transmission system further includes a first shifting device k1, and the first shifting device k1 selectively connects the third power input shaft 30 or the ring gear connection shaft and the reverse output gear 41R with the ring gear
  • the shaft 40 is engaged, and when the third power input shaft 30 is selected to be engaged with the ring gear connecting shaft 40 , the power of the second motor generator 3 and the power output by the ring gear 43 can be coupled together for output.
  • the reverse output gear 41R is selected to engage with the ring gear connecting shaft 40 , the power on the ring gear connecting shaft 40 can be transmitted to the first intermediate shaft 50 through the power on the reverse shaft 80 for output.
  • the ring gear connecting shaft 40 is provided with a second input drive gear 81
  • the second countershaft 60 is provided with a second countershaft input gear 61
  • the second countershaft input gear 61 is connected to the second input The driving gear 81 meshes.
  • the second intermediate shaft 60 sets a transmission path different from that of the first intermediate shaft 50 for the output of the ring gear connecting shaft 40, and the power after the coupling between the engine 1 and the first motor generator 2 can pass through the ring gear connecting shaft 40, the first intermediate shaft The shaft 50 or the second intermediate shaft 60 is transmitted to the output shaft 70.
  • the second motor generator 3 can transmit power through the first intermediate shaft 50 or the second intermediate shaft 60, which can realize the switching process of the power shift Without power interruption, by setting the second intermediate shaft 60, the power transmission system can use two different power sources to transmit power through the first intermediate shaft 50 and the second intermediate shaft 60 during the shifting process, so that During the shifting process of one intermediate shaft, another transmission path is used for power compensation, thereby avoiding power interruption during the shifting process of the power transmission system and improving the comfort of the power transmission system.
  • the power transmission system further includes a second shifting device k2, and the second shifting device k2 can selectively link the output shaft 70 with the second intermediate shaft 60 or the ring gear connecting shaft 40 .
  • the output shaft 70 can be directly connected with the ring gear connecting shaft 40 or connected through the second intermediate shaft 60 for power transmission, which further enriches the power transmission path and makes the power transmission system in the process of switching The power interruption is avoided, the gear setting of the power transmission system is enriched, and the speed regulation range of the power transmission system is improved.
  • the first input gear 72a of the output shaft is sleeved on the output shaft 70, and the second intermediate shaft output gear 62a meshing with the first input gear 72a of the output shaft is arranged on the second intermediate shaft 60;
  • the shifting device k2 selectively couples the output shaft first input gear 72 a with the output shaft 70 .
  • the power transmission between the second countershaft 60 and the output shaft 70 is carried out through the engagement of the output shaft first input gear 72a and the second countershaft output gear 62a, and the second shifting device k2 is used to select the output shaft first input gear 72a Linkage with the output shaft 70.
  • the first intermediate shaft 50 is linked with the output shaft 70 through multiple pairs of gear sets with different speed ratios; the first intermediate shaft 50 can be selectively output through one pair of gear sets.
  • the transmission ratio between the first intermediate shaft 50 and the output shaft 70 is further enriched, so that the power transmission system can have more speed regulation ranges.
  • the second input gear 71b of the output shaft and the third input gear 71a of the output shaft are sheathed on the output shaft 70, and the first intermediate shaft 50 is provided with a first gear that meshes with the second input gear 71b of the output shaft.
  • the first output gear 53b of the countershaft and the second output gear 53a of the first countershaft meshed with the third input gear 71a of the output shaft;
  • the power transmission system also includes: a third shifting device k3, the third shifting device k3 optionally The output shaft second input gear 71 b or the output shaft third input gear 71 a is engaged with the output shaft 70 .
  • the difference between the first countershaft 50 and the output shaft 70 can be selected.
  • the transmission ratio, and the third shifting device k3 can be used to select different transmission ratios and perform shifting operations.
  • the engine 1, the first motor-generator 2 and the second motor-generator 3 are coaxially arranged, and the first motor-generator
  • the second power input shaft 20 of the engine 2 is hollowly sleeved on the outer periphery of the first power input shaft 10 of the engine.
  • the setting of the empty sleeve shaft can make full use of the space in the axial direction of the power transmission system and improve the space utilization rate.
  • the engine 1, the first motor generator 2, and the second motor generator 3 are offset, and their output shafts are parallel to each other, and the first motor generator
  • the engine 1 is connected to the sun gear 41 through a transfer structure 20a that is loosely sleeved on the first power input shaft 10 .
  • the parallel offset arrangement also enables the power transmission system to make full use of the space in the radial direction, while avoiding the structural form of an empty shaft, reducing the cost of components and the maintenance difficulty of the power transmission system.
  • the first intermediate shaft 50 and the second intermediate shaft 60 are configured in multiples and arranged on the outer periphery of the ring gear connecting shaft 40, by arranging multiple The first intermediate shaft 50 and the second intermediate shaft 60 can further increase the power that the power transmission system can transmit.
  • a plurality of second countershaft output gears are provided on the second countershaft 60, including a second countershaft output gear 62a and a second countershaft output gear 62b
  • the power output shaft 70 is covered with a plurality of output shaft first input gears, including the output shaft first input gear 72a and the output shaft first input gear 72b
  • the power output shaft 70 is also provided with a fourth shifting device k4
  • the fourth shifting device k4 is used to select the first input gear 72 b of the output shaft to engage with the output shaft 70 , increasing the transmission ratio between the second intermediate shaft 60 and the output shaft 70 to realize multi-gear power transmission.
  • the power transmission system adopts a single intermediate shaft structure, dual motors are coaxially arranged, and has two-speed engine reverse gear and four-speed power split drive, which is suitable for off-road SUVs, light trucks and high-end performance passenger cars.
  • the power transmission system adopts a single intermediate shaft structure, and the dual motors are set with a first-level offset, the torque demand of the dual motors is reduced, the axial length of the gearbox can be shortened, and it is equipped with two gears, engine reverse gear and four gears Power split drive, suitable for off-road SUVs and light trucks.
  • the power transmission system adopts a double countershaft structure, and the double motors are coaxially arranged. It is equipped with two-speed engine reverse gear and four-speed power split drive, and the driving load capacity is increased. It is suitable for off-road SUVs and medium-sized commercial vehicles. vehicles and construction machinery.
  • the power transmission system adopts a double countershaft structure, dual motor bias settings, with two-speed engine reverse gear and four-speed power split drive, the driving load capacity is increased, suitable for high-end off-road SUVs, medium-sized Commercial vehicles and construction machinery.
  • the power transmission system adopts a single intermediate shaft structure, dual motors are coaxially arranged, and has a third-gear engine reverse gear and a sixth-gear power split drive, which is suitable for high-end off-road SUVs and medium-sized commercial vehicles.
  • the power transmission system adopts a single intermediate shaft structure, and the first-level bias setting of the dual motors reduces the torque demand of the dual motors, reduces the cost of the motors, shortens the axial length of the gearbox, and has a three-speed engine reverse.
  • Gear and six-speed power split drive suitable for high-end off-road SUVs and medium-sized commercial vehicles.
  • the power transmission system adopts a double intermediate shaft structure, and the double motors are coaxially arranged. It is equipped with a third-gear engine reverse gear and a sixth-gear power split drive. It has a strong anti-overload capability and is suitable for high-end off-road SUVs and overloaded medium Commercial vehicles and construction machinery.
  • the power transmission system adopts a double countershaft structure, and the dual motors are set with a first-level bias to reduce the axial length of the gearbox, reduce the torque requirements of the dual motors, and reduce the cost of the motors;
  • Gear and sixth gear power split drive, strong anti-overload capability suitable for high-end off-road SUVs, overloaded medium-sized commercial vehicles and construction machinery applications.
  • the power transmission path of the power transmission system of the present application is described below according to Table 1.
  • Engine first gear first power input shaft 10 ⁇ planetary carrier 42 ⁇ ring gear 43 ⁇ ring gear connecting shaft 40 ⁇ first input drive gear 31 ⁇ first countershaft first input gear 51 ⁇ first countershaft 50 ⁇ First intermediate shaft, second output gear 53 a ⁇ output shaft, third input gear 71 a ⁇ output shaft 70 .
  • Engine second gear first power input shaft 10 ⁇ planetary carrier 42 ⁇ ring gear 43 ⁇ ring gear connecting shaft 40 ⁇ second input driving gear 81 ⁇ second countershaft input gear 61 ⁇ second countershaft 60 ⁇ second Countershaft output gear 62 a ⁇ output shaft first input gear 72 a ⁇ output shaft 70 .
  • Engine third gear first power input shaft 10 ⁇ planetary carrier 42 ⁇ ring gear 43 ⁇ ring gear connecting shaft 40 ⁇ first input drive gear 31 ⁇ first countershaft input gear 51 ⁇ first countershaft 50 ⁇ first Intermediate shaft first output gear 53 b ⁇ output shaft second input gear 71 b ⁇ output shaft 70 .
  • Engine fourth gear first power input shaft 10 ⁇ planetary carrier 42 ⁇ ring gear 43 ⁇ ring gear connecting shaft 40 ⁇ output shaft 70.
  • the power output of the second motor generator has four gears:
  • Second motor generator first gear third power input shaft 30 ⁇ first input driving gear 31 ⁇ first countershaft input gear 51 ⁇ first countershaft 50 ⁇ first countershaft second output gear 53a ⁇ output shaft Third input gear 72 a ⁇ output shaft 70 .
  • Second motor generator second gear third power input shaft 30 ⁇ second input driving gear 81 ⁇ second countershaft input gear 61 ⁇ second countershaft 60 ⁇ second countershaft output gear 62a ⁇ output shaft first Input gear 72 a ⁇ output shaft 70 .
  • Second motor generator third gear third power input shaft 30 ⁇ first input driving gear 31 ⁇ first countershaft input gear 51 ⁇ first countershaft 50 ⁇ first countershaft first output gear 53b ⁇ output shaft Second input gear 71b ⁇ output shaft 70 .
  • the fourth gear of the second motor generator third power input shaft 30 ⁇ planetary carrier 42 ⁇ ring gear 43 ⁇ ring gear connection shaft 40 ⁇ output shaft 70.
  • the power output of the engine 1 and the second motor-generator 3 both have four gears and a neutral gear, and the engine 1 and the second motor-generator 3 share the transmission path of the fourth gear.
  • Table 2 is the powertrain in electric mode.
  • the charging state of the vehicle-mounted power battery is sufficient, the first motor generator 2 and the engine 1 are stopped, the first shifting device k1 and the second shifting device k2 are in neutral, and the third shifting device k3 is in the first gear (the third shifting device k3 will
  • the output shaft 70 is connected to the output shaft third input gear 71a) or the second gear (the third shifting device k3 connects the output shaft 70 to the output shaft second input gear 71b), and the second motor generator 3 is in the first gear EV1 or 2
  • the EV2 pure electric drive can cover the full speed range of the vehicle.
  • the first shifting device k1 and the second shifting device k2 are in neutral, and the engine 1 , the first motor generator 2 , the planetary gear 4 , the second intermediate shaft 60 and the gear train are all at rest without any additional loss.
  • Table 3 shows the 1st gear power split eCVT1 mode.
  • the first shifting device k1 connects the ring gear connecting shaft 40 with the first input driving gear 31, the second shifting device k2 is in neutral, and the third shifting device k1
  • the gear device k3 is in the first gear (the third gear shift device k3 connects the output shaft 70 with the third input gear 71a of the output shaft), and the first motor generator 2 works in the closed-loop speed regulation mode.
  • the rotation speed of the generator 2 can adjust the rotation speed of the engine 1 to any required rotation speed, so as to realize the electronic stepless speed regulation eCVT control of the engine.
  • Engine 1 applies torque, and part of the power of engine 1 is output through the mechanical transmission path of the first gear of the engine.
  • Table 4 shows the 2-speed power split eCVT2 mode, the second shifting device k2 is in the second gear (the second shifting device k2 connects the output shaft 70 with the first input gear 72a of the output shaft), the second shifting device k1 and the second
  • the gear state of the shifting device k3 depends on the desired gear of the second motor-generator 3, the second motor-generator 3 can be freely in the first gear, second gear, third gear or neutral stop; the first motor-generator 2 works In the closed-loop speed regulation split mode, part of the power of the engine 1 is output according to the fixed speed ratio of the second gear.
  • Table 5 shows the 3-speed power split eCVT3 mode, the first shifting device k1 closes the first input driving gear 31, the second shifting device k2 is in neutral, and the third shifting device k3 is in third gear (the third shifting device k3 will output shaft 70 is connected with the second input gear 71b of the output shaft), the engine 1 and the second motor-generator 3 are in the third gear at the same time; the first motor-generator 2 works in the closed-loop speed regulation shunt mode, and the part power of the engine 1 follows the fixed 3 Gear ratio output.
  • Table 6 shows the 4th gear power split eCVT4 mode, the second gear shift device k1 directly connects the ring gear connecting shaft 40 with the output shaft 70; the first motor generator 2 works in the closed-loop speed regulation split mode, and part of the power of the engine 1 is fixed according to 4 gear speed ratio output. The power of the second motor generator 3 is transmitted to the output shaft 70 according to the fixed speed ratio of the third gear or the fourth gear or the neutral gear stops.
  • the speed of the first motor-generator 2 can be adjusted to near zero speed, and the shunt power of the first motor-generator 2 to the engine 1 is close to zero, except for a small amount of loss of the first motor-generator 2 to maintain the shunt balance torque
  • almost all the power of the engine 1 is directly output to the wheel through the mechanical transmission path, so as to realize the efficient output of engine power.
  • the second motor generator 3 can be out of gear and shut down, thereby realizing the high-efficiency direct drive effect of the engine 1 under medium-high speed cruising.
  • Table 7 shows the first reverse power split eCVT1R mode, the first shift device k1 connects the ring gear connecting shaft 40 with the ring gear connecting shaft reverse output gear 41R, the second shift device k2 is in neutral, and the third shift device k3 In the first gear (the third shifting device k3 connects the output shaft 70 with the third input gear 71a of the output shaft), the first motor generator 2 works in the closed-loop speed regulation split mode, and part of the power of the engine 1 passes through the first reverse gear of the engine bit mechanical transfer path output. The engine power is reversed through the reverse gear 42R, and the mechanical path transmission of the torque of the engine 1 is output according to the fixed speed ratio of the first reverse gear.
  • Table 8 shows the second reverse power split eCVT2 mode
  • the first shift device k1 connects the ring gear connecting shaft 40 with the ring gear connecting shaft reverse output gear 41R
  • the second shift device k2 is in neutral
  • the third shift device k3 In the third gear (the third shifting device k3 connects the output shaft 70 with the second input gear 71b of the output shaft)
  • the first motor generator 2 works in the closed-loop speed regulation split mode, and part of the power of the engine 1 passes through the second reverse gear of the engine 1 Gear mechanical transmission path output.
  • the engine power is reversed through the reverse idle gear 42R, and the mechanical path transmission of the torque of the engine 1 is output according to the fixed speed ratio of the second reverse gear.
  • the second motor-generator 3 provides superimposed reverse gear driving assistance in the first gear or the third gear in addition to the driving traction force provided by the engine 1 in the first or second reverse gear, thereby improving the reverse gear traction capacity.
  • the first motor-generator 2 can simultaneously adjust the speed and split the current to generate electricity. Even in the case of the vehicle power battery running out of power, it can still continuously provide the electric energy required by the second motor-generator 3 for reverse gear driving.
  • the engine 1 and the second motor-generator Machine 3 can be continuously driven in common reverse gear to meet the reverse gear function required by medium and high loads. The reverse gear requirement of medium and light loads can be fully realized by the pure electric drive of the second motor generator 3 .
  • the second motor generator 3 works in the first electric EV1 mode, and the first motor generator 2 adjusts the speed to synchronize the speed of the ring gear connecting shaft 40 with the first input driving gear 31; after synchronization, the first motor generator 2 is unloaded Finally, the first shifting device k1 connects the ring gear connecting shaft 40 with the first input driving gear 31; after entering the gear, the first motor generator 2 adjusts the speed and quickly starts the engine 1 to the required speed, and the engine 1 is ignited and loaded, thereby Smoothly realize EV1 switching to power split eCVT1 mode.
  • the second motor generator 3 works in the first electric EV1 mode, and the first motor generator 2 adjusts the speed to synchronize the speed of the output shaft first input gear 72a with the output shaft 70; after synchronization, the first motor generator 2 is unloaded, and the second The second shifting device k2 connects the first input gear 72a of the output shaft with the output shaft 70; after entering the gear, the first motor generator 2 adjusts the speed and quickly starts the engine 1 to the required speed, and the engine is ignited and loaded, thereby smoothly realizing EV1 switching to power-split eCVT2 mode.
  • the second motor-generator 3 can remain in the first gear for boosting power; or when the engine 1 keeps driving the eCVT2, the second motor-generator 3 can smoothly switch to the second gear or third gear or neutral gear to stop.
  • the second motor generator 3 enters the first gear in advance (the first shift device k1 is in neutral, and the third shift device k3 connects the output shaft 70 with the third input gear 71a of the output shaft) , the second motor generator 3 is loaded, the engine 1 is unloaded, the first motor generator 2 exits the speed regulation mode and unloads, and the second shift device k2 is disengaged and enters neutral gear, so as to achieve smooth switching of eCVT2 into EV1 mode.
  • the second motor generator 3 works in the second electric EV2 mode, the first motor generator 2 adjusts the speed, and the speed of the ring gear connecting shaft 40 is synchronized with the first input driving gear 31; after synchronization, the first motor generator 2 is unloaded Finally, the first shifting device k1 connects the ring gear connecting shaft 40 with the first input driving gear 31; after shifting, the first motor generator 2 adjusts the speed and quickly starts the engine 1 to the required speed, and the engine 1 is ignited and loaded, thereby Smoothly realize EV2 switching to power split eCVT3 mode.
  • the second motor generator 3 works in the second electric EV2 mode, and the first motor generator 2 adjusts the speed to synchronize the ring gear connection shaft 40 with the output shaft 70; after synchronization, the first motor generator 2 is unloaded, and the second gear shift
  • the device k2 connects the ring gear connecting shaft 40 with the output shaft 70; after shifting into gear, the first motor-generator 2 adjusts the speed to quickly start the engine 1 to the required speed, and the engine 1 is ignited and loaded, thereby smoothly switching from EV2 to power split eCVT4 model.
  • the second motor-generator 3 can be kept in the third-speed assist mode; or when the engine keeps driving the eCVT4, the second motor-generator 3 can smoothly switch to the fourth-speed power-up mode or neutral gear to stop.
  • the second motor generator 3 enters the third gear in advance (the first shifting device k1 is in neutral, and the third shifting device k3 connects the output shaft 70 with the second input gear 71b of the output shaft) , the second motor generator 3 is loaded, the engine 1 is unloaded, the first motor generator 2 exits the speed regulation mode and unloads, and the second shift device k2 is disengaged and enters neutral gear, so as to achieve smooth switching of the eCVT4 into the EV2 mode.
  • Switching from the 1st gear eCVT1 mode to the eCVT2 mode requires the second motor generator 3 to maintain the 1st gear pure electric drive, the engine 1 and the first motor generator 2 are unloaded, the first gear shift device k1 enters neutral gear, and the first motor generator 2
  • the first input gear 72a and the output shaft 70 are synchronized by speed regulation. After synchronization, the first motor generator 2 is unloaded, and the second shifting device k2 is connected to the first input gear 72a of the output shaft and the output shaft 70.
  • the second shifting device After k2 shifts into gear, the first motor generator 2 adjusts the speed to quickly start the engine 1 to the set optimal speed, the engine 1 loads the output power, and the second motor generator 3 reduces the load to meet the driving demand, thereby smoothly switching from eCVT1 to eCVT2 model.
  • the second motor generator 3 switches into the first gear in advance, providing the drive of the EV1 mode of the second motor generator 3, and realizes the smooth switching of the eCVT2 into the eCVT1 mode.
  • the connection between the engine 1 and the transmission system is simplified, and the clutch of the traditional gearbox is not needed, which greatly improves the reliability of the hybrid system and cancels the after-sales service cost caused by the clutch.
  • Applicable to light commercial vehicles, pickup trucks and off-road SUV models it provides four-speed power split stepless speed regulation control, as long as the speed regulation of the first motor generator 2 is kept near zero speed, four fixed speed ratios can be realized
  • the second motor generator 3 provides pure electric drive with two gears, and the torque demand of the second motor generator 3 is reduced, which is beneficial to reduce the volume and cost of the second motor generator 3 .
  • the second motor-generator 3 can be out of gear and shut down under the power split eCVT2 and eCVT4 modes, and all relevant gear transmission mechanisms linked with the second motor-generator 3 are all static, and only the engine 1, the first motor-generator 2,
  • the planetary gear mechanism 4, the ring gear connecting shaft 40, the second intermediate shaft 60 and the output shaft are linked together, thereby greatly reducing the loss of the transmission system, which is beneficial to the hybrid system to provide efficient engine direct drive functions for medium-speed and high-speed driving .
  • the hybrid system can be applied to urban congestion conditions, and can also be applied to medium and high-speed continuous driving conditions.
  • the traction drive capability can be greatly improved to meet the heavy-duty and off-road drive requirements of the vehicle.
  • Table 1 and Table 9 show the power transmission modes of the power transmission system under different working conditions, wherein Table 1 shows the power transmission system with four gears, and Table 9 shows the power transmission system with six gears.
  • the vehicle according to the present application is provided with the power transmission system described in any one of the above-mentioned embodiments. Since the vehicle according to the present application is provided with the power transmission system of the above-mentioned embodiments, the connection between the engine and the transmission system of the vehicle is simplified, and no The clutch of the traditional gearbox greatly improves the reliability of the hybrid system and cancels the after-sales service cost brought by the clutch. It can be applied to urban congestion conditions, and can also be applied to medium and high-speed continuous driving conditions to greatly improve traction and drive capabilities.
  • references to the terms “one embodiment,” “some embodiments,” “exemplary embodiments,” “example,” “specific examples,” or “some examples” are intended to mean that the implementation A specific feature, structure, material, or characteristic described by an embodiment or example is included in at least one embodiment or example of the present application.
  • schematic representations of the above terms do not necessarily refer to the same embodiment or example.
  • the specific features, structures, materials or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

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

Abstract

L'invention concerne un système de transmission de puissance et un véhicule. Le système de transmission de puissance comprend : un moteur (1), un premier moteur générateur (2) et un deuxième moteur générateur (3) ; un train d'engrenage planétaire (4), qui comprend un planétaire (41), un porte-satellites (42) et une couronne (43), le moteur (1) étant relié au porte-satellites (42) au moyen d'un premier arbre d'entrée de puissance (10), et le premier moteur générateur (2) étant relié au planétaire (41) au moyen d'un deuxième arbre d'entrée de puissance (20) ; un troisième arbre d'entrée de puissance (30), qui est connecté au deuxième générateur de moteur (3) ; un arbre de liaison de couronne (40), qui est relié à la couronne (43) ; un premier arbre intermédiaire (50), qui est relié au troisième arbre d'entrée de puissance (30), et est relié de manière sélective à l'arbre de liaison de couronne (40) ; un deuxième arbre intermédiaire (60), qui est relié à l'arbre de liaison de couronne (40) ; et un arbre de sortie (70), qui est relié de manière sélective à au moins l'un parmi le premier arbre intermédiaire (50), le deuxième arbre intermédiaire (60) et l'arbre de liaison de couronne (40). Le système de transmission de puissance présente les avantages d'une efficacité de transmission élevée et d'une bonne capacité de puissance.
PCT/CN2022/121669 2022-01-12 2022-09-27 Système de transmission de puissance et véhicule WO2023134222A1 (fr)

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