WO2023231998A1 - 一种混合动力汽车的变速传动系统 - Google Patents

一种混合动力汽车的变速传动系统 Download PDF

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Publication number
WO2023231998A1
WO2023231998A1 PCT/CN2023/096979 CN2023096979W WO2023231998A1 WO 2023231998 A1 WO2023231998 A1 WO 2023231998A1 CN 2023096979 W CN2023096979 W CN 2023096979W WO 2023231998 A1 WO2023231998 A1 WO 2023231998A1
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WO
WIPO (PCT)
Prior art keywords
gear
motor
shaft
synchronizer
output shaft
Prior art date
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PCT/CN2023/096979
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English (en)
French (fr)
Inventor
段志辉
邢杰
杨上东
林靖
杨良会
Original Assignee
厦门国创中心先进电驱动技术创新中心
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Publication of WO2023231998A1 publication Critical patent/WO2023231998A1/zh

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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
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed 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
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—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
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • 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
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching 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

Definitions

  • the invention relates to the technical field of hybrid electric vehicle manufacturing, and in particular to a variable speed transmission system of a hybrid electric vehicle.
  • Hybrid transmission system is one of the core technologies of hybrid vehicles.
  • the series-parallel hybrid transmission system usually includes an engine, a generator, a motor, a locking clutch, a reduction gear, etc.; among them, the generator is connected to the engine shaft, and the locking clutch can connect the engine shaft to the output shaft.
  • the motor drives the vehicle through the acceleration gear.
  • the clutch is disengaged, the generator converts the power output from the engine into electrical energy. After rectification and inversion, the motor converts the electrical energy into driving torque, which acts on the wheels to achieve electric transmission; when the clutch is locked , the engine output power is directly transmitted to drive the vehicle through the reduction gear to achieve mechanical transmission.
  • the advantage of electric transmission is that the engine is completely decoupled from the wheels, allowing the engine to work in optimal working conditions; its weakness is that the power output by the engine will be lost after several energy conversions, reducing transmission efficiency.
  • the advantage of mechanical transmission is that torque is transmitted through gears and the transmission efficiency is high; its weakness is that the engine speed is locked with the wheel speed. The engine operating point is determined by the vehicle speed and cannot be maintained at the optimal working condition, resulting in low engine efficiency.
  • the series-parallel hybrid also has a weakness: when driven in series at low speeds, the engine torque cannot participate in vehicle acceleration, and vehicle acceleration is limited.
  • the technical problem to be solved by the present invention is to provide a variable speed transmission system for a hybrid electric vehicle, which has a simple and compact structure, can shift gears without power interruption under EV or HEV operating conditions, and improves the smoothness of the vehicle; and can Achieve more gear switching and improve engine fuel consumption economy.
  • the technical solution of the present invention is: a variable speed transmission system for a hybrid electric vehicle, which includes an engine, a first motor, a second motor, an input shaft and an output shaft.
  • the input shaft is connected to the engine, and is characterized in that: it also includes The first synchronizer and the second synchronizer, the input shaft is covered with a first gear and a second gear, the first synchronizer is connected to the input shaft, and the input shaft is connected to the first gear or the second gear respectively through the first synchronizer or Not connected; the output shaft is covered with the third gear and the fourth gear, the second synchronizer is connected to the output shaft, and the output shaft is connected or not connected to the third gear or the fourth gear respectively through the second synchronizer;
  • the first motor shaft is connected to the fifth gear and the sixth gear, the fifth gear, the first gear and the third gear drive each other, and the sixth gear, the second gear and the fourth gear drive each other; the second motor shaft is connected through a transmission mechanism Output shaft.
  • the fifth gear meshes with the first gear and the third gear at the same time, and the first gear and the third gear do not mesh with each other; the sixth gear meshes with the second gear and the fourth gear at the same time, and the second gear meshes with the second gear.
  • the gear and the fourth gear do not mesh with each other.
  • the sixth gear includes two gears connected as one, one gear meshes with the second gear, and the other gear meshes with the fourth gear. This makes it easy to design a suitable speed ratio.
  • the third gear meshes with the first gear and the fifth gear at the same time, and the first gear and the fifth gear do not mesh with each other; the fourth gear meshes with the second gear and the sixth gear at the same time, and the second gear meshes with the second gear.
  • the gear and the sixth gear do not mesh with each other.
  • the fourth gear includes two gears connected into one body, one gear meshes with the second gear, and the other gear meshes with the sixth gear. To facilitate the design of appropriate speed ratio.
  • the first gear meshes with the third gear and the fifth gear at the same time, and the third gear and the fifth gear do not mesh with each other; the second gear meshes with the fourth gear and the sixth gear at the same time, and the fourth gear meshes with the fourth gear at the same time.
  • the gear and the sixth gear do not mesh with each other.
  • the second gear includes two gears connected as one, one gear meshes with the sixth gear, and the other gear meshes with the fourth gear. To facilitate the design of appropriate speed ratio.
  • the transmission mechanism includes a seventh gear connected to the second motor shaft and an eighth gear connected to the output shaft, and the seventh gear meshes with the eighth gear.
  • the second motor can directly drive the output shaft through the meshing of the seventh gear and the eighth gear.
  • variable transmission system also includes a first transmission shaft and a second transmission shaft.
  • the first transmission shaft is connected to the first motor shaft, and the fifth gear and the sixth gear are connected to the first transmission shaft; the second transmission shaft is connected to The second motor shaft, the seventh gear is connected to the second transmission shaft.
  • the first synchronizer and/or the second synchronizer are replaced by clutches.
  • This variable speed transmission system also has any one or more of the following working modes:
  • the first motor and/or the second motor participate in driving the output shaft and can realize power shifting;
  • the engine drives the output shaft through the selected gear.
  • the first motor and the second motor can drive, generate electricity or idling respectively, and can realize power shifting.
  • the first motor has two gears, which is very convenient. It can well balance large thrust and high speed; the second motor can be set to a moderate speed ratio to achieve good thrust and efficiency at medium vehicle speeds.
  • the second motor When shifting gears in HEV (hybrid drive) working conditions, the second motor is used to maintain driving, the first motor drives the engine to adjust the speed, and the synchronizer is directly engaged after the synchronization is adjusted to achieve power shifting and smooth shifting. There will be power interruption, the process is smooth, and the system is simple; in EV (pure electric drive) mode, the second motor and the first motor cooperate with each other to realize shifting without power interruption, the process is smooth, the comfort is good, and the vehicle is ensured to drive smoothly. sex.
  • Both motors can be separated from the engine, so during EV working conditions, the two motors can be driven at the same time, so the torque and power of the two motors can be reduced, reducing costs, weight and volume.
  • the gear shifting actuator is simple, easy to control, single type and low cost.
  • the first motor can achieve many functions. First, it drives the output shaft to achieve pure electric output; second, it serves as a starter motor to participate in starting the engine; third, after the engine is started, it can be used as a generator to power the battery. Charging, the fourth is to participate in the synchronization function, which facilitates the combination of the first synchronizer and the first gear or the second gear, and also facilitates the combination of the second synchronizer and the third gear or the fourth gear. Therefore, the component configuration is reduced and the overall structure is more compact.
  • Figure 1 is a schematic structural diagram of the first embodiment of the present invention
  • Figure 2 is a schematic structural diagram of the second embodiment of the present invention.
  • Figure 3 is a schematic structural diagram of a third embodiment of the present invention.
  • Figure 4 is a schematic structural diagram of the fourth embodiment of the present invention.
  • a variable speed transmission system of a hybrid electric vehicle includes an engine 1, a first motor 2, a second motor 3, an input shaft 4, an output shaft 5, a first transmission shaft 6, a second transmission Shaft 7, first synchronizer S1 and second synchronizer S2, input shaft 4 is connected to engine 1, input shaft 4 is covered with first gear A1 and second gear B1, first synchronizer S1 is connected to input shaft 4, input shaft 4.
  • the first synchronizer S1 is connected or not connected to the first gear A1 or the second gear B1 respectively.
  • the first synchronizer S1 moves to the left and combines with the first gear A1
  • the input shaft 4 is connected with the first gear A1.
  • the input shaft 4 is connected with the second gear B1.
  • the input shaft 4 and the second gear B1 are connected.
  • the first gear A1 and the second gear B1 are not connected;
  • the output shaft 5 is covered with a third gear A3 and a fourth gear B3, and the second synchronizer S2 is connected to the output shaft 5.
  • the output shaft 5 is connected to the third gear through the second synchronizer S2.
  • the third gear A3 or the fourth gear B3 is connected or not connected. Specifically, as shown in Figure 1, when the second synchronizer S2 moves to the left and combines with the third gear A3, the output shaft 5 and the third gear A3 are connected.
  • the first transmission shaft 6 is connected to the shaft of the first motor 2.
  • the fifth gear A2 and the sixth gear B2 are connected to the first transmission shaft 6.
  • the fifth gear A2, the first gear A1 and the third gear A3 transmit to each other, specifically as follows: :
  • the fifth gear A2 meshes with the first gear A1 and the third gear A3 at the same time, and the first gear A1 and the third gear A3 do not mesh with each other;
  • the sixth gear B2, the second gear B1 and the fourth gear B3 transmit each other, specifically This is: the sixth gear B2 meshes with the second gear B1 and the fourth gear B3 at the same time, and the second gear B1 and the fourth gear B3 do not mesh with each other;
  • the second transmission shaft 7 is connected to the shaft of the second motor 3 .
  • the second transmission shaft 7 is connected to the output shaft 5 through a transmission mechanism 8 .
  • the transmission mechanism 8 includes a seventh gear C2 connected to the second transmission shaft 7 and a seventh gear C2 connected to the output shaft 5 .
  • the transmission speed ratio of the fourth gear B3 and the sixth gear B2 is greater than the transmission speed ratio of the eighth gear C3 and the seventh gear C2; the transmission speed ratio of the eighth gear C3 and the seventh gear C2 is greater than the transmission speed ratio of the third gear A3 and the fifth gear A2 transmission ratio.
  • the transmission speed ratio of the fourth gear B3 and the sixth gear B2 can be set to 12:1; the transmission speed ratio of the eighth gear C3 and the seventh gear C2 can be set to 8:1; the third gear A3 and the fifth gear A2
  • the transmission speed ratio can be set to 6:1; in this way, when the first motor 2 drives the output shaft 5, it can have a large transmission speed ratio and a small transmission speed ratio.
  • the large transmission speed ratio reduces the output speed and increases the torque at the same time, which is suitable for automobiles.
  • the small transmission speed ratio increases the output speed, which is suitable for the car to run at higher speeds and reduces power consumption.
  • the second motor has a medium transmission speed ratio to facilitate intervention after the car starts. Therefore, the gear setting is more reasonable.
  • the output shaft 5 is also connected to the output gear D1.
  • the second transmission shaft 7 overlaps with the central axis of the first transmission shaft 6.
  • the second transmission shaft 7 and the first transmission shaft 6 are located on the input shaft 4. and the output shaft 5; the input shaft 4, the output shaft 5, the first transmission shaft 6 and the second transmission shaft 7 can be installed on the box.
  • the first synchronizer S1 and/or the second synchronizer S2 may be replaced by a clutch.
  • the engine 1 has four gears, or there are four speed ratios between the engine 1 and the output shaft 5 .
  • the first synchronizer S1 is engaged in the left gear and the second synchronizer S2 is engaged in the right gear.
  • the torque of the engine 1 is transmitted to the output shaft 5 through the first gear A1, the fifth gear A2, the sixth gear B2 and the fourth gear B3.
  • the first gear A1/fifth gear A2 and the gear pair sixth gear B2/fourth gear B3 form the first gear/speed ratio; the first synchronizer S1 is engaged in the left gear, and the second synchronizer S2 is engaged in the left gear.
  • gear the engine 1 torque is transmitted to the output shaft 5 through the first gear A1, the fifth gear A2 and the third gear A3.
  • the gear pair consists of the first gear A1/fifth gear A2 and the gear pair fifth gear A2/third gear A3.
  • Gear A3 is transmitted to the output shaft 5, and the second gear B1/sixth gear B2 of the gear pair and the fifth gear A2/third gear A3 of the gear pair form the third gear/speed ratio; the first synchronizer S1 is in the right gear , the second synchronizer S2 is in the right gear, the torque of the engine 1 is transmitted to the output shaft 5 through the second gear B1, the sixth gear B2 and the fourth gear B3, the gear pair second gear B1/sixth gear B2 and the gear pair No. Sixth gear B2/fourth gear B3 form the fourth gear/speed ratio.
  • the first motor 2 and the second motor 3 are both electrically connected to the power battery installed on the vehicle chassis through the controller.
  • This embodiment can realize the control and gear switching reflected in the following Table 1:
  • D/G means that the motor is connected to the transmission chain and follows it, and can be transferred to the driving or power generation state at any time as needed.
  • the positions of the first synchronizer S1 and the second synchronizer S2 correspond to the positions shown in Figure 1.
  • the first motor 2 drives the EV mode: the engine 1 is turned off, the first synchronizer S1 is in the neutral position, cutting off the connection with the transmission chain; the second synchronizer S2 moves to the right to engage the gear B3 (or moves the gear A3 to the left), and the first motor 2.
  • the output shaft 5 is driven by the fourth gear B3 meshing with the sixth gear B2 (or the third gear A2 meshing with the fifth gear A3).
  • the first motor 2 has two gears: large speed ratio fourth gear B3/sixth gear Gear B2 and small speed ratio fifth gear A3/third gear A2.
  • the second motor 3 drives the EV mode: the engine 1 is turned off, the first synchronizer S1 is in the neutral position, cutting off the connection with the transmission chain; the second synchronizer S2 is in the neutral position, cutting off the connection between the first motor 2 and the transmission chain; the second synchronizer S2 is in the neutral position, cutting off the connection between the first motor 2 and the transmission chain; The motor 3 drives the output shaft 5 through the meshing of the seventh gear C2 and the eighth gear C3.
  • the second motor 3 has a medium speed ratio.
  • the second motor 3 In the "EV mode driven by the first motor 2", the second motor 3 is always connected to the transmission chain and can be transferred to the electric state at any time and driven together with the first motor 2. In the EV working condition, the first motor 2 and the second motor 3 can be driven together, and the first motor 2 can have a larger deceleration (torque increase ratio). Therefore, the torque requirements of the two motors are not large; since the second motor 3 has a medium speed ratio, the first motor 2 has two speed ratios, and the speed requirements of the two motors are moderate.
  • the first motor 2 shifts from the large speed ratio EV I to the small speed ratio EV III: the first motor 2 transfers the load to the second motor 3, and the second motor 3 continues to drive; after the first motor 2 is unloaded, The second synchronizer S2 takes off gear and is in the neutral position; the first motor 2 adjusts synchronization, and after the third gear A3 synchronizes with the output shaft 5, the second synchronizer S2 moves to the left and enters gear; the torque distribution is adjusted to complete the gear shift.
  • the first motor 2 shifts from the small speed ratio EV III to the large speed ratio EV I: the first motor 2 transfers the load to the second motor 3, and the second motor 3 continues to drive; after the first motor 2 is unloaded, the second synchronizer S2 gear is in the neutral position; the first motor 2 adjusts synchronization, and after the fourth gear B3 synchronizes with the output shaft 5, the second synchronizer S2 moves to the right and enters gear; the torque distribution is adjusted to complete the gear shift.
  • the vehicle can smoothly switch from the EV working condition to the HEV series driving condition: EV working condition: engine 1 is shut down, the first synchronizer S1 is in the neutral position, and the second motor 3 is phased through the seventh gear C2 and the eighth gear C3. Engage the drive output shaft 5.
  • EV working condition engine 1 is shut down, the first synchronizer S1 is in the neutral position, and the second motor 3 is phased through the seventh gear C2 and the eighth gear C3.
  • the first synchronizer S1 is moved to the right and the first motor 2 is dragged through the sixth gear B2, the second gear B1, the first synchronizer S1, and the input shaft 4 Start engine 1; then, engine 1 enters the working state, outputs power, and drives the first motor 2 to generate electricity to charge the power battery.
  • the power battery supplies power to the second motor 3, and the second motor 3 drives the vehicle.
  • the system enters the HEV series drive process. condition.
  • the system HEV drives in series; as the vehicle speed increases, the system enters the HEV parallel drive mode.
  • the engine 1 has four gears, that is, the engine 1 can be directly driven at four different speed ratios.
  • the efficiency of engine 1 operating mode is better than that of series-parallel hybrid systems with three gears and less than three gears.
  • the first motor 2 has two gears, which can achieve a good balance between acceleration performance and fuel economy. At the same time, the torque and speed requirements are reduced, which is beneficial to reducing cost, weight and NVH (noise, vibration and harshness);
  • the second motor 3 has a medium speed ratio, and the second motor 3 has moderate torque and rotational speed requirements.
  • HEV series mode the first synchronizer S1 is moved to the left to engage the gear, so that the first transmission shaft 6 is connected to the input shaft 4, and the engine 1 drives the first motor 2 to generate electricity;
  • the second motor 3 drives the output shaft 5 through the meshing of the seventh gear C2 and the eighth gear C3.
  • the following steps must be implemented: the second motor 3 continues to drive, and the vehicle has no power interruption; the first motor 2 drives the engine 1 to adjust the speed.
  • the system can switch from the HEV series drive mode to other HEV parallel drive gears.
  • the system can shift gears without power interruption.
  • engine 1 is unloaded (the output torque is reduced to zero); the second motor 3 compensates for the unloading of engine 1 and continues to drive the output shaft 5 through the meshing of the seventh gear C2 and the eighth gear C3. ;
  • the first motor 2 drives the engine 1 to adjust the synchronization; when the new gear gear is synchronized with the relevant shaft, the synchronizer is put into gear; then the torque is deployed to complete the gear shift.
  • HEV first gear can be smoothly switched to HEV second gear: engine 1 is unloaded, and second motor 3 increases torque to compensate; second motor 3 continues to drive output shaft 5 through the meshing of seventh gear C2 and eighth gear C3, and the vehicle has no power interruption; After the torque of engine 1 is reduced to zero, the second synchronizer S2 can be easily removed and the right gear is in the neutral position; then, the first motor 2 drives the speed of engine 1 to synchronize the third gear A3 with the output shaft 5; then the second synchronizer Shift S2 to the left and engage gear.
  • Engine 1 drives output shaft 5 through input shaft 4, first gear A1, fifth gear A2 and third gear A3. Engine 1 engages second gear.
  • HEV second gear can be smoothly switched to HEV third gear: engine 1 is unloaded, and second motor 3 increases torque to compensate; second motor 3 continues to drive output shaft 5 through the meshing of seventh gear C2 and eighth gear C3, and the vehicle has no power interruption; After the torque of the engine 1 is reduced to zero, the gears of the first synchronizer S1 and the second synchronizer S2 can be easily removed and in the neutral position; then, the first motor 2 adjusts synchronization so that the second gear B1 is synchronized with the input shaft 4. Then S1 moves to the right and enters gear; then the first motor 2 drives the engine 1 to adjust the speed to synchronize the fourth gear B3 with the output shaft 5. Then the second synchronizer S2 moves to the right and enters the gear. The engine 1 passes through the input shaft 4 and the second gear. B1, the sixth gear B2 and the fourth gear B3 drive the output shaft 5, and the engine 1 is in third gear.
  • HEV third gear can be smoothly switched to HEV fourth gear: engine 1 is unloaded, and the second motor 3 increases torque to compensate; the second motor 3 continues to drive the output shaft 5 through gear C2 and gear C3, and the vehicle has no power interruption; after the torque of engine 1 is reduced to zero , you can easily take off the second synchronizer S2 and the right gear is in the neutral position; then, the first motor 2 drives the engine 1 to adjust the speed so that the third gear A3 is synchronized with the output shaft 5, and then the second synchronizer S2 moves to the left and engages the gear. ; The engine 1 drives the output shaft 5 through the input shaft 4, the second gear B1, the sixth gear B2, the fifth gear A2 and the third gear A3, and the engine 1 is in fourth gear.
  • Embodiment 2 As shown in Figure 2, a variable speed transmission system for a hybrid electric vehicle is different from Embodiment 1 in that the second transmission shaft 7 is sleeved on the first transmission shaft 6, and the sixth gear B2 includes a connecting rod. Gear B21 and gear B22 are integrated, wherein gear B21 meshes with the second gear B1, and the other gear B22 meshes with the fourth gear B3. This makes it easier to design a suitable speed ratio.
  • the engine 1 has four gears, or in other words, there are four speed ratios between the engine 1 and the output shaft 5 .
  • the first gear pair A1/fifth gear A2 and one gear B22/the fourth gear B3 of the sixth gear pair form the first speed ratio;
  • the gear pair first gear A1/fifth gear A2 and the gear pair fifth gear A2/third gear A3 form the second speed ratio;
  • the gear pair second gear B1/another gear B21 in the sixth gear and the gear pair fifth gear A2/third gear A3 form the third speed ratio;
  • the gear pair The second gear B1/the other gear B21 of the sixth gear and the gear pair B22/the fourth gear B3 of the sixth gear form the fourth speed ratio.
  • Embodiment 3 As shown in Figure 3, a variable speed transmission system of a hybrid electric vehicle is different from Embodiment 1 in that the second transmission shaft 7 is sleeved on the input shaft 4, and the output shaft 5 is in the input position. Between the shaft 4 and the first transmission shaft 6; the third gear A3 meshes with the first gear A1 and the fifth gear A2 at the same time, and the first gear A1 and the fifth gear A2 do not mesh with each other; the fourth gear B3 simultaneously meshes with the first gear A1 and the fifth gear A2.
  • the second gear B1 and the sixth gear B2 are meshed with each other, and the second gear B1 and the sixth gear B2 are not meshed with each other.
  • This embodiment provides a new arrangement structure.
  • the fourth gear B3 in this embodiment can be composed of two integrated gears, one of which meshes with the second gear B1 and the other with the sixth gear B2 Engagement.
  • Embodiment 4 As shown in Figure 4, a variable speed transmission system of a hybrid electric vehicle is different from Embodiment 1 in that the second transmission shaft 7 is sleeved on the input shaft 4, and the input shaft 4 is in the output position. Between the shaft 5 and the first transmission shaft 6; the first gear A1 meshes with the third gear A3 and the fifth gear A2 at the same time, and the third gear A3 and the fifth gear A2 do not mesh with each other; the second gear B1 simultaneously meshes with the third gear A3 and the fifth gear A2. The fourth gear B3 and the sixth gear B2 mesh with each other, and the fourth gear B3 and the sixth gear B2 do not mesh with each other.
  • This embodiment also provides a new arrangement structure.
  • the second gear B1 in this embodiment can be composed of two integrated gears, one of which meshes with the sixth gear B2, and the other gear meshes with the fourth gear B3. Engagement.

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Abstract

一种混合动力汽车的变速传动系统，包括发动机（1）、第一电机（2）、第二电机（3）、输入轴（4）、输出轴（5）、第一同步器（S1）和第二同步器（S2），输入轴（4）连接发动机（1），输入轴（4）上套有第一、第二齿轮（A1，B1），第一同步器（S1）连接输入轴（4），输入轴（4）通过第一同步器（S1）分别与第一齿轮（A1）或第二齿轮（B1）形成连接或不连接；输出轴（5）上套有第三、第四齿轮（A3，B3），第二同步器（S2）连接输出轴（5），输出轴（5）通过第二同步器（S2）分别与第三齿轮（A3）或第四齿轮（B3）形成连接或不连接；第一电机轴与第五齿轮（A2）和第六齿轮（B2）连接，第五、第一、第三齿轮（A2，A1，A3）相互传动，第六、第二、第四齿轮（B2，B1，B3）相互传动；第二电机轴通过传动机构（8）连接输出轴（5）。该混合动力汽车的变速传动系统结构简单紧凑、换挡控制器件少，使用成本低；EV工况二电机可同时驱动输出轴；EV和HEV工况均可实现动力换挡。

Description

一种混合动力汽车的变速传动系统 技术领域
本发明涉及混合动力汽车制造技术领域，尤其是一种混合动力汽车的变速传动系统。
 背景技术
现今，由于混合动力汽车具有节能环保、没有里程焦虑等优点，已成为新能源汽车重要发展方向。混合动力变速传动系统是混合动力汽车核心技术之一。
由于串并联混合动力变速系统比较简单、技术难度相对较低，目前在国内车企得到广泛的应用。串并联混合动力变速系统通常要包括发动机、发电机、电机、锁定离合器、减速齿轮等；其中，发电机与发动机轴连接，锁定离合器能够将发动机轴与输出轴连接。电机通过加速齿轮驱动车辆，当离合器分离时，发电机将发动机输出的功率转换成电能，经过整流、逆变，由电机将电能转变成驱动扭矩，作用在车轮，实现电力传动；当离合器锁定时，发动机输出功率，通过减速齿轮直接传递驱动车辆，实现机械传动。电力传动的优点是发动机与车轮完全解耦，能够使发动机工作在最佳工况；其弱点是发动机输出的功率，经过几次能量转换，能量有损失，降低传动效率。机械传动的优点是通过齿轮传递扭矩，传动效率高；其弱点是发动机转速与车轮转速锁定，发动机工作点由车速决定，不能保持在最佳工况，发动机效率较低。串并联混合动力还有一个弱点：低速时串联驱动，发动机扭矩不能参与车辆加速，车辆加速度受到限制。
为了克服串并联混合动力变速系统的弱点，人们开始研发多挡位的串并联混合动力系统，从而改善发动机工作点，提高发动机效率，并且改善整车加速性能。
2020年01月10日公开一项申请号为201910956880.2、名称为“一种专用于混合动力汽车的变速传动系统”的中国发明申请，其包括发动机(1)、第一电机(3)、第 二电机(4)、第二电机传动组件(5)、第一离合器 (6)、双离合器组件(7)、第一挡位齿轮组(8)、第 二挡位齿轮组(9)、第三挡位齿轮组(10)、同步器 (11)、第一输入轴(13)和第二输入轴(14)，其中： 发动机(1)与第一离合器(6)连接；第一离合器 (6)与第一电机(3)、第一输入轴(13)分别连接； 双离合器组件(7)的一端与第一输入轴(13)连 接,另一端与第二输入轴(14)连接;第二电机(4) 与第三挡位齿轮组(10)连接。其通过配置三离合器、三挡位，降低了对动力源的要求，同时能实现多种工作模式，以实现高效工作。不过这种变速传动系统即使配置三个离合器，实现挡位切换数还较少，燃油经济性还有待提高，且整体结构也较为复杂。
另外，现有一大部分已运用的串并联混合动力变速系统无法实现在EV（纯电驱动）和HEV（混合动力驱动）工况无动力中断下进行换挡，降低车辆行使的平顺性。
 发明内容
本发明要解决的技术问题是提供一种混合动力汽车的变速传动系统，其结构简单紧凑，在EV或HEV工况均可实现无动力中断情况下进行换挡，提升汽车行使平顺性；且能实现较多挡位切换，提升发动机燃油消耗经济性。
为达到上述目的，本发明的技术方案是：一种混合动力汽车的变速传动系统，包括发动机、第一电机、第二电机、输入轴和输出轴，输入轴连接发动机，其特征在于：还包括第一同步器和第二同步器，输入轴上套有第一齿轮和第二齿轮，第一同步器连接输入轴，输入轴通过第一同步器分别与第一齿轮或第二齿轮形成连接或不连接；输出轴上套有第三齿轮和第四齿轮，第二同步器连接输出轴，输出轴通过第二同步器分别与第三齿轮或第四齿轮形成连接或不连接；
第一电机轴与第五齿轮和第六齿轮连接，第五齿轮、第一齿轮和第三齿轮相互传动，第六齿轮、第二齿轮和第四齿轮相互传动；第二电机轴通过传动机构连接输出轴。
作为一种优选，所述第五齿轮同时与第一齿轮和第三齿轮相啮合，第一齿轮和第三齿轮相互不啮合；第六齿轮同时与第二齿轮和第四齿轮相啮合，第二齿轮和第四齿轮相互不啮合。
进一步，所述第六齿轮包括连成一体的两个齿轮，其中一个齿轮与第二齿轮相啮合，另一个齿轮与第四齿轮相啮合。这样方便设计合适的速比。
作为一种优选，所述第三齿轮同时与第一齿轮和第五齿轮相啮合，第一齿轮和第五齿轮相互不啮合；第四齿轮同时与第二齿轮和第六齿轮相啮合，第二齿轮和第六齿轮相互不啮合。
进一步，所述第四齿轮包括连成一体的两个齿轮，其中一个齿轮与第二齿轮啮合，另一个齿轮与第六齿轮啮合。以方便设计合适的速比。
作为一种优选，所述第一齿轮同时与第三齿轮和第五齿轮相啮合，第三齿轮和第五齿轮相互不啮合；第二齿轮同时与第四齿轮和第六齿轮相啮合，第四齿轮和第六齿轮相互不啮合。
进一步，所述第二齿轮包括连成一体的两个齿轮，其中一个齿轮与第六齿轮啮合，另一个齿轮与第四齿轮啮合。以方便设计合适的速比。
优选所述传动机构包括连接在所述第二电机轴上的第七齿轮和连接在输出轴上的第八齿轮，第七齿轮和第八齿轮相啮合。这样第二电机通过第七齿轮和第八齿轮相啮合就能直接驱动输出轴。
进一步改进，本变速传动系统还包括第一传动轴和第二传动轴，第一传动轴连接第一电机轴，所述第五齿轮和第六齿轮连接第一传动轴上；第二传动轴连接第二电机轴，所述第七齿轮连接在第二传动轴上。
作为一种变化，所述第一同步器和/或所述第二同步器由离合器替代。
本变速传动系统还具有以下任一种或多种工作模式：
纯电模式：所述第一电机和/或第二电机参与驱动输出轴，并可实现动力换挡；
串联模式：所述发动机驱动所述第一电机发电，所述第二电机驱动输出轴；
并联模式：所述发动机通过选定挡位驱动输出轴，所述第一电机和所述第二电机可分别驱动、发电或空转，并且可以实现动力换挡。
本发明有益效果如下：
1、采用技术成熟、成本低的平行轴、齿轮变速机构，仅有两对同步器，可实现发动机四个挡位，优化发动机工况、改善其效率；第一电机有两个挡位，很好地兼顾大推力和高转速；第二电机可设置为速比适中，中等车速时有良好的推力和效率。
2、HEV（混合动力驱动）工况换挡时，采用第二电机保持驱动、第一电机拖动发动机调速、调好同步后直接挂档同步器的方式，实现动力换挡，换挡不会出现动力中断，过程平顺，且系统简单；EV（纯电驱动）工况通过第二电机和第一电机相互配合也能实现无动力中断换挡，过程平顺，舒适性好，确保车辆行使平顺性。
3、两个电机均可与发动机分离，故EV工况时，两个电机可同时驱动，所以二电机的扭矩和功率可减小，降低成本，减小重量和体积。
4、同步器挂挡后，不再需要消耗能量；摘挡后，残余阻力小，能量损失少，有利于提高系统效率。
5、换挡执行机构简单，控制方便，且类型单一，成本低。
6、这种变速系统，第一电机能实现较多功能，一是驱动输出轴，实现纯电动输出；二是当成启动电机，参与启动发动机，三是发动机启动后可作为发电机使用给动力电池充电，四是参与调同步作用，便于第一同步器与第一齿轮或第二齿轮的结合，也便于第二同步器与第三齿轮或第四齿轮的结合。因此减少部件配置，整体结构更为紧凑。
 附图说明
图1是本发明第一种实施例结构示意图；
图2是本发明第二种实施例结构示意图；
图3是本发明第三种实施例结构示意图；
图4是本发明第四种实施例结构示意图。
 具体实施方式
下面结合附图和具体的实施方式对本发明作进一步详细说明。
实施例一、图1所示，一种混合动力汽车的变速传动系统，包括发动机1、第一电机2、第二电机3、输入轴4、输出轴5、第一传动轴6、第二传动轴7、第一同步器S1和第二同步器S2，输入轴4连接发动机1，输入轴4上套有第一齿轮A1和第二齿轮B1，第一同步器S1连接输入轴4，输入轴4通过第一同步器S1分别与第一齿轮A1或第二齿轮B1形成连接或不连接，具体为：按照图1所示，第一同步器S1左移与第一齿轮A1结合时，输入轴4与第一齿轮A1形成连接，第一同步器S1右移与第二齿轮B1结合时，输入轴4与第二齿轮B1形成连接，第一同步器S1处于中位时，输入轴4与第一齿轮A1和第二齿轮B1都不连接；输出轴5上套有第三齿轮A3和第四齿轮B3，第二同步器S2连接输出轴5，输出轴5通过第二同步器S2分别与第三齿轮A3或第四齿轮B3形成连接或不连接，具体为：按照图1所示，第二同步器S2左移与第三齿轮A3结合时，输出轴5与第三齿轮A3形成连接，第二同步器S2右移与第四齿轮B3结合时，输出轴5与第四齿轮B3形成连接，第二同步器S2处于中位时，输出轴5与第三齿轮A3和第四齿轮B3都不连接；
第一传动轴6连接第一电机2的轴，第一传动轴6上连接有第五齿轮A2和第六齿轮B2，第五齿轮A2、第一齿轮A1和第三齿轮A3相互传动，具体为：第五齿轮A2同时与第一齿轮A1和第三齿轮A3相啮合，第一齿轮A1和第三齿轮A3相互不啮合；第六齿轮B2、第二齿轮B1和第四齿轮B3相互传动，具体为：第六齿轮B2同时与第二齿轮B1和第四齿轮B3相啮合，第二齿轮B1和第四齿轮B3相互不啮合；
第二传动轴7连接第二电机3的轴，第二传动轴7通过传动机构8连接输出轴5，传动机构8包括连接在第二传动轴7上的第七齿轮C2和连接在输出轴5上的第八齿轮C3，第七齿轮C2和第八齿轮C3相啮合。
第四齿轮B3与第六齿轮B2的传动速比大于第八齿轮C3与第七齿轮C2的传动速比；第八齿轮C3与第七齿轮C2的传动速比大于第三齿轮A3与第五齿轮A2的传动速比。如第四齿轮B3与第六齿轮B2的传动速比可以设置为12﹕1；第八齿轮C3与第七齿轮C2的传动速比可以设置为8﹕1；第三齿轮A3与第五齿轮A2的传动速比可以设置为6﹕1；这样第一电机2驱动输出轴5时就可以有一个大传动速比和一个小传动速比，大传动速比降低输出转速，同时提升扭矩，适合汽车的启动阶段，小传动速比提升输出转速，适合汽车较高车速行驶，降低电耗，第二电机有一个中传动速比，便于汽车启动后的介入。所以设置的挡位就比较合理。
输出轴5上还连接有输出齿轮D1，所述第二传动轴7与所述第一传动轴6中心轴线相重叠，所述第二传动轴7和所述第一传动轴6处于输入轴4和输出轴5之间；输入轴4、输出轴5、第一传动轴6和第二传动轴7可安装在箱体上。第一同步器S1和/或第二同步器S2可由离合器替代。
本实施例中，发动机1有四个挡位，或者说发动机1与输出轴5的速比有四个。第一同步器S1挂左侧挡、第二同步器S2挂右侧挡，发动机1扭矩通过第一齿轮A1、第五齿轮A2、第六齿轮B2和第四齿轮B3传递到输出轴5，齿轮对第一齿轮A1/第五齿轮A2和齿轮对第六齿轮B2/第四齿轮B3组成第一个挡位/速比；第一同步器S1挂左侧挡、第二同步器S2挂左侧挡，发动机1扭矩通过第一齿轮A1、第五齿轮A2和第三齿轮A3传递到输出轴5，齿轮对第一齿轮A1/第五齿轮A2和齿轮对第五齿轮A2/第三齿轮A3组成第二个挡位/速比；第一同步器S1挂右侧挡、第二同步器S2挂左侧挡，发动机1扭矩通过第二齿轮B1、第六齿轮B2、第五齿轮A2和第三齿轮A3传递到输出轴5，齿轮对第二齿轮B1/第六齿轮B2和齿轮对第五齿轮A2/第三齿轮A3组成第三个挡位/速比；第一同步器S1挂右侧挡、第二同步器S2挂右侧挡，发动机1扭矩通过第二齿轮B1、第六齿轮B2和第四齿轮B3传递到输出轴5，齿轮对第二齿轮B1/第六齿轮B2和齿轮对第六齿轮B2/第四齿轮B3组成第四个挡位/速比。
本实施例安装在车辆底盘上时，第一电机2、第二电机3均通过控制器电连接装在车辆底盘上的动力电池。
本实施例可实现以下表1中体现的控制和挡位切换：
表1：
注：1、D/G表示该电机与传动链连接、随动，根据需要可以随时转入驱动或发电状态。
2、第一同步器S1和第二同步器S2的位置是与图1所示位置相对应。
从以上表1中可以清楚看出，在换挡过程中，都有电机参与驱动，实现无动力中断换挡，有效提升汽车驱动的平顺性。
本实施例以各种模式工作时，各部件主要设置和控制进一步说明如下：
EV（纯电驱动）工况：
第一电机2驱动EV模式：发动机1关闭，第一同步器S1处于中位，切断与传动链的连接；第二同步器S2右移挂挡齿轮B3（或左移齿轮A3），第一电机2通过第四齿轮B3与第六齿轮B2啮合（或第三齿轮A2与第五齿轮A3啮合）驱动输出轴5，第一电机2具有两个档位：大速比第四齿轮B3/第六齿轮B2和小速比第五齿轮A3/第三齿轮A2。
第二电机3驱动EV模式：发动机1关闭，第一同步器S1处于中位，切断与传动链的连接；第二同步器S2处于中位，切断第一电机2与传动链的连接；第二电机3通过第七齿轮C2和第八齿轮C3相啮合驱动输出轴5。第二电机3具有中等速比。
在“第一电机2驱动EV模式”中，第二电机3总是与传动链连接，可以随时转入电动状态，与第一电机2共同驱动。在EV工况时，第一电机2和第二电机3 可共同驱动，且第一电机2可具有较大减速（增扭比），因此，两个电机的扭矩要求不大；由于第二电机3具有中等速比、第一电机2具有两个速比，两个电机的转速需求适中。
EV（纯电驱动）工况无动力中断换挡：
EV工况，第一电机2由大速比EV I换挡小速比EV III：第一电机2将载荷转移给第二电机3，第二电机3持续驱动；第一电机2卸载后，将第二同步器S2摘挡处于中位；第一电机2调同步，第三齿轮A3与输出轴5同步后，第二同步器S2左移挂挡；调整扭矩分配，完成换挡。
第一电机2由小速比EV III换挡大速比EV I：第一电机2将载荷转移给第二电机3，第二电机3持续驱动；第一电机2卸载后，将第二同步器S2挡处于中位；第一电机2调同步，第四齿轮B3与输出轴5同步后，第二同步器S2右移挂挡；调整扭矩分配，完成换挡。
由此可见，EV工况时，第一电机2换档时，总有第二电机3在驱动并补偿第一电机2的扭矩，因此换挡过程无动力中断。
EV（纯电驱动）工况切换HEV（混合动力驱动）串联工况：
车辆可以由EV工况平稳地切换到HEV串联驱动工况：EV工况：发动机1关机，第一同步器S1摘挡处于中位，第二电机3通过第七齿轮C2和第八齿轮C3相啮合驱动输出轴5。为了从EV工况切换到HEV工况，实施以下步骤：第一同步器S1右移挂挡，第一电机2通过第六齿轮B2、第二齿轮B1、第一同步器S1、输入轴4拖动并启动发动机1；然后，发动机1进入工作状态，输出功率，驱动第一电机2发电给动力电池充电，动力电池为第二电机3供电，第二电机3驱动车辆，系统进入HEV串联驱动工况。
串联模式切换并联模式：
车辆速度较低时，系统HEV串联驱动；随着车辆车速提高，系统进入HEV并联驱动模式。发动机1具有四个挡位，即发动机1能够以四个不同速比直接驱动。发动机1工况效率优于三挡及少于三挡的串并联混合动力系统。第一电机2有两个挡位，可在加速性能和燃油经济性取得良好平衡，同时，扭矩和转速要求降低，有利于降低成本、重量和NVH（噪声、振动与声振粗糙度）；第二电机3具有一个中等速比，第二电机3扭矩和转速要求适中。
HEV串联工况可以平顺切换到HEV并联驱动一挡：HEV串联模式：第一同步器S1左移挂挡，使第一传动轴6与输入轴4连接，发动机1驱动第一电机2发电；第二电机3通过第七齿轮C2和第八齿轮C3相啮合驱动输出轴5。由串联驱动模式切换并联驱动模式，要实施以下步骤：第二电机3继续驱动，车辆无动力中断；第一电机2带动发动机1调速度，当第四齿轮B3与输出轴5同步时，第二同步器S2右移挂挡；然后调配扭矩，进入一挡并联驱动模式；发动机1通过输入轴4、第一齿轮A1、第五齿轮A2、第六齿轮B2和第四齿轮B3驱动输出轴5。
类似地，系统可以由HEV串联驱动模式，转换到其他HEV并联驱动挡位。
HEV（混合动力驱动）工况下，无动力中断换挡：
系统能够无动力中断进行换挡，换档时，发动机1卸载（输出扭矩降低为零）；第二电机3补偿发动机1卸载，通过第七齿轮C2和第八齿轮C3相啮合持续驱动输出轴5；原挡位同步器摘挡后，第一电机2带动发动机1调同步；当新挡位齿轮与相关轴同步后，同步器挂挡；然后调配扭矩，完成换挡。
HEV一挡可以平顺切换到HEV二挡：发动机1卸载，第二电机3增扭补偿；第二电机3通过第七齿轮C2和第八齿轮C3相啮合继续驱动输出轴5，车辆无动力中断；发动机1扭矩减零后，可以轻松摘掉第二同步器S2右侧挡处于中位；然后，第一电机2带动发动机1调速，使得第三齿轮A3与输出轴5同步；然后第二同步器S2左移挂挡，发动机1通过输入轴4、第一齿轮A1、第五齿轮A2和第三齿轮A3驱动输出轴5，发动机1挂二挡。
HEV二挡可以平顺切换到HEV三挡：发动机1卸载，第二电机3增扭补偿；第二电机3通过第七齿轮C2和第八齿轮C3相啮合继续驱动输出轴5，车辆无动力中断；发动机1扭矩减零后，可以轻松摘掉第一同步器S1和第二同步器S2的挡位并处于中位；然后，第一电机2调同步，使得第二齿轮B1与输入轴4同步，然后S1右移挂挡；然后第一电机2带动发动机1调速，使第四齿轮B3与输出轴5同步，然后第二同步器S2右移挂挡，发动机1通过输入轴4、第二齿轮B1、第六齿轮B2和第四齿轮B3驱动输出轴5，发动机1挂三挡。
HEV三挡可以平顺切换到HEV四挡：发动机1卸载，第二电机3增扭补偿；第二电机3通过齿轮C2和齿轮C3继续驱动输出轴5，车辆无动力中断；发动机1扭矩减零后，可以轻松摘掉第二同步器S2右侧挡处于中位；然后，第一电机2带动发动机1调速，使得第三齿轮A3与输出轴5同步，然后S2第二同步器左移挂挡；发动机1通过输入轴4、第二齿轮B1、第六齿轮B2、第五齿轮A2和第三齿轮A3驱动输出轴5，发动机1挂四挡。
实施例二、图2所示，一种混合动力汽车的变速传动系统，其与实施例一不同的是，第二传动轴7套在第一传动轴6上，所述第六齿轮B2包括连成一体的齿轮B21和齿轮B22，其中齿轮B21与第二齿轮B1相啮合，另一个齿轮B22与第四齿轮B3相啮合。这样可以更方便设计合适的速比。
本实施例发动机1有四个挡位，或者说发动机1与输出轴5的速比有四个。齿轮对第一齿轮A1/第五齿轮A2和齿轮对第六齿轮中一个齿轮B22/第四齿轮B3组成第一个速比；齿轮对第一齿轮A1/第五齿轮A2和齿轮对第五齿轮A2/第三齿轮A3组成第二个速比；齿轮对第二齿轮B1/第六齿轮中另一个齿轮B21和齿轮对第五齿轮A2/第三齿轮A3组成第三个速比；齿轮对第二齿轮B1/第六齿轮中另一个齿轮B21和齿轮对第六齿轮中一个齿轮B22/第四齿轮B3组成第四个速比。
其它结构件及布置如发动机1、第一电机2和第二电机3等均与实施例一相同，本实施例控制和实现的功能与实施例一基本相同，可参考实例一说明，这里不再赘述。
实施例三、图3所示，一种混合动力汽车的变速传动系统，其与实施例一不同的是：所述第二传动轴7套接在所述输入轴4上，输出轴5处于输入轴4和第一传动轴6之间；所述第三齿轮A3同时与第一齿轮A1和第五齿轮A2相啮合，第一齿轮A1和第五齿轮A2相互不啮合；第四齿轮B3同时与第二齿轮B1和第六齿轮B2相啮合，第二齿轮B1和第六齿轮B2相互不啮合。这个实施例提供一种新的布置结构。
作为另一种变形，为方便设计合适的速比，本实施例的第四齿轮B3可由两个连成一体的齿轮组成，其中一个齿轮与第二齿轮B1啮合，另一个齿轮与第六齿轮B2啮合。
其它结构件及布置如发动机1、第一电机2和第二电机3等均与实施例一相同，本实施例控制和实现的功能与实施例一基本相同，可参考实例一说明，这里不再赘述。
实施例四、图4所示，一种混合动力汽车的变速传动系统，其与实施例一不同的是：所述第二传动轴7套接在所述输入轴4上，输入轴4处于输出轴5和第一传动轴6之间；所述第一齿轮A1同时与第三齿轮A3和第五齿轮A2相啮合，第三齿轮A3和第五齿轮A2相互不啮合；第二齿轮B1同时与第四齿轮B3和第六齿轮B2相啮合，第四齿轮B3和第六齿轮B2相互不啮合。这个实施例也提供一种新的布置结构。
作为另一种变形，为方便设计合适的速比，本实施例的第二齿轮B1可由两个连成一体的齿轮组成，其中一个齿轮与第六齿轮B2啮合，另一个齿轮与第四齿轮B3啮合。
其它结构件及布置如发动机1、第一电机2和第二电机3等均与实施例一相同，本实施例控制和实现的功能与实施例一基本相同，可参考实例一说明，这里不再赘述。
尽管结合优选实施例具体展示和介绍了本发明，但所属领域的技术人员应该明白，在不脱离所附权利要求书所限定的本发明的精神和范围内，在形式上和细节上可以对本发明做出各种变化，均为本发明的保护范围。

Claims (11)

  1. 一种混合动力汽车的变速传动系统，包括发动机、第一电机、第二电机、输入轴和输出轴，输入轴连接发动机，其特征在于：还包括第一同步器和第二同步器，输入轴上套有第一齿轮和第二齿轮，第一同步器连接输入轴，输入轴通过第一同步器分别与第一齿轮或第二齿轮形成连接或不连接；输出轴上套有第三齿轮和第四齿轮，第二同步器连接输出轴，输出轴通过第二同步器分别与第三齿轮或第四齿轮形成连接或不连接；
    第一电机轴与第五齿轮和第六齿轮连接，第五齿轮、第一齿轮和第三齿轮相互传动，第六齿轮、第二齿轮和第四齿轮相互传动；第二电机轴通过传动机构连接输出轴。
  2. 根据权利要求1所述的一种混合动力汽车的变速传动系统，其特征在于：所述第五齿轮同时与第一齿轮和第三齿轮相啮合，第一齿轮和第三齿轮相互不啮合；第六齿轮同时与第二齿轮和第四齿轮相啮合，第二齿轮和第四齿轮相互不啮合。
  3. 根据权利要求2所述的一种混合动力汽车的变速传动系统，其特征在于：所述第六齿轮包括连成一体的两个齿轮，其中一个齿轮与第二齿轮相啮合，另一个齿轮与第四齿轮相啮合。
  4. 根据权利要求1所述的一种混合动力汽车的变速传动系统，其特征在于：所述第三齿轮同时与第一齿轮和第五齿轮相啮合，第一齿轮和第五齿轮相互不啮合；第四齿轮同时与第二齿轮和第六齿轮相啮合，第二齿轮和第六齿轮相互不啮合。
  5. 根据权利要求4所述的一种混合动力汽车的变速传动系统，其特征在于：所述第四齿轮包括连成一体的两个齿轮，其中一个齿轮与第二齿轮啮合，另一个齿轮与第六齿轮啮合。
  6. 根据权利要求1所述的一种混合动力汽车的变速传动系统，其特征在于：所述第一齿轮同时与第三齿轮和第五齿轮相啮合，第三齿轮和第五齿轮相互不啮合；第二齿轮同时与第四齿轮和第六齿轮相啮合，第四齿轮和第六齿轮相互不啮合。
  7. 根据权利要求6所述的一种混合动力汽车的变速传动系统，其特征在于：所述第二齿轮包括连成一体的两个齿轮，其中一个齿轮与第六齿轮啮合，另一个齿轮与第四齿轮啮合。
  8. 根据权利要求1所述的一种混合动力汽车的变速传动系统，其特征在于：所述传动机构包括连接在所述第二电机轴上的第七齿轮和连接在输出轴上的第八齿轮，第七齿轮和第八齿轮相啮合。
  9. 根据权利要求8所述的一种混合动力汽车的变速传动系统，其特征在于：还包括第一传动轴和第二传动轴，第一传动轴连接第一电机轴，所述第五齿轮和第六齿轮连接第一传动轴上；第二传动轴连接第二电机轴，所述第七齿轮连接在第二传动轴上。
  10. 根据权利要求1所述的一种混合动力汽车的变速传动系统，其特征在于：所述第一同步器和/或所述第二同步器由离合器替代。
  11. 根据权利要求1至10任一项所述的一种混合动力汽车的变速传动系统，其特征在于：本变速传动系统具有以下任一种或多种工作模式：
    纯电模式：所述第一电机和/或第二电机参与驱动输出轴，并可实现动力换挡；
    串联模式：所述发动机驱动所述第一电机发电，所述第二电机驱动输出轴；
    并联模式：所述发动机通过选定挡位驱动输出轴，所述第一电机和所述第二电机可分别驱动、发电或空转，并且可以实现动力换挡。
PCT/CN2023/096979 2022-06-01 2023-05-30 一种混合动力汽车的变速传动系统 WO2023231998A1 (zh)

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