CN107303806B - Power coupling device for hybrid electric vehicle - Google Patents
Power coupling device for hybrid electric vehicle Download PDFInfo
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- CN107303806B CN107303806B CN201610247681.0A CN201610247681A CN107303806B CN 107303806 B CN107303806 B CN 107303806B CN 201610247681 A CN201610247681 A CN 201610247681A CN 107303806 B CN107303806 B CN 107303806B
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- way clutch
- central shaft
- inner ring
- coupling device
- rotor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/36—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
- B60K6/42—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
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- 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
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Hybrid Electric Vehicles (AREA)
- Mechanical Operated Clutches (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
A power coupling device for a hybrid vehicle, comprising: a central shaft; the motor is sleeved outside the central shaft and comprises a rotor and a rotor bracket which are connected in a torsion-resistant manner, and the rotor bracket can rotate around the central shaft; the first one-way clutch and the second one-way clutch are sleeved on the central shaft at intervals along the axial direction; the first one-way clutch is configured to: the locking is realized when the rotating speed of the central shaft is greater than that of the rotor support, and the unlocking is realized when the rotating speed of the central shaft is less than that of the rotor support; the second one-way clutch is configured to: the locking is realized when the rotation speed of the central shaft is less than that of the rotor support, and the unlocking is realized when the rotation speed of the central shaft is greater than that of the rotor support. Compared with the existing friction clutch, the technical scheme of the invention has the advantages that the axial space occupied by the first one-way clutch and the second one-way clutch is reduced, and the large torque output by the multi-cylinder internal combustion engine can be transmitted.
Description
Technical Field
The invention relates to the technical field of hybrid electric vehicles, in particular to a power coupling device for a hybrid electric vehicle.
Background
The existing hybrid electric vehicle comprises an internal combustion engine, a transmission and a power coupling device arranged between the internal combustion engine and the transmission, wherein the power coupling device is not only used for transmitting or cutting off power transmission between the internal combustion engine and the transmission, but also provides another power source-a motor for driving the vehicle to run, so that the hybrid electric vehicle has at least three working modes, namely a pure internal combustion engine mode, a pure electric mode and a hybrid power mode. The power coupling device is provided with a clutch, and the hybrid electric vehicle can switch among the three working modes by controlling the engagement or the disengagement of the clutch.
However, the above-described power coupling device has the following disadvantages: the clutch is a friction clutch, and comprises a pair of pressure plates, a clutch plate, a pressure plate, a diaphragm spring, an actuating mechanism for pushing the diaphragm spring to move and the like which are sequentially arranged along the axial direction, so that the power coupling device occupies a larger axial space. Further, the friction clutch is limited in torque capacity (torque capacity) due to the limitation of the radial space, and cannot be used to transmit a large torque output from the multi-cylinder internal combustion engine.
Disclosure of Invention
The invention aims to solve the problems that: the clutch in the power coupling device of the existing hybrid electric vehicle is a friction clutch, occupies a large axial space, has limited torque capacity and cannot be used for transmitting the large torque output by a multi-cylinder internal combustion engine.
In order to solve the above problems, the present invention provides a power coupling device for a hybrid vehicle, comprising: a central shaft; the motor is sleeved outside the central shaft, and has a gap in the radial direction with the central shaft, the motor comprises a rotor and a rotor bracket which are connected in a torsion-resistant manner, and the rotor bracket can rotate around the central shaft; the first one-way clutch and the second one-way clutch are sleeved on the central shaft at intervals along the axial direction, are both positioned in the intervals and respectively comprise an inner ring and an outer ring, the inner ring is connected with the central shaft in an anti-torsion manner, and the outer ring is connected with the rotor support in an anti-torsion manner; the first one-way clutch is configured to: locking is realized when the rotating speed of the central shaft is greater than that of the rotor support, and unlocking is realized when the rotating speed of the central shaft is less than that of the rotor support; the second one-way clutch is configured to: locking is realized when the rotating speed of the central shaft is less than that of the rotor support, and unlocking is realized when the rotating speed of the central shaft is greater than that of the rotor support; the inner ring and the outer ring of the second one-way clutch can relatively reciprocate along the axial direction so as to switch between a home position state and a moving-out state; when the rotation speed of the central shaft is less than that of the rotor support: when the inner ring or the outer ring of the second one-way clutch is in the original position state, the second one-way clutch can transmit torque; when the inner ring or the outer ring of the second one-way clutch is in the shift-out state, the second one-way clutch cannot transmit torque.
Optionally, the inner race or the outer race of the second one-way clutch is used for being in the shift-out state when the hybrid electric vehicle is in an internal combustion engine only mode, an electric only mode and/or an energy recovery mode.
Optionally, the second one-way clutch further comprises:
a plurality of locking pieces which are arranged at intervals along the circumferential direction and are positioned between the inner ring and the outer ring of the second one-way clutch;
the retainer is arranged between the inner ring and the outer ring of the second one-way clutch, the retainer is provided with a plurality of pockets which are arranged at intervals along the circumferential direction, and the locking pieces are respectively arranged in the pockets.
Optionally, the power coupling device further comprises:
an annular housing located radially outward of the motor;
an actuator supported on the annular housing for driving the inner race or the outer race of the second one-way clutch to reciprocate in the axial direction to switch between the home position and the out position;
the actuating mechanism is used for driving the inner ring or the outer ring of the second one-way clutch to be in the moving-out state when the hybrid electric vehicle is in a pure internal combustion engine mode, a pure electric mode and/or an energy recovery mode.
Optionally, the actuator comprises: the executing part and the elastic piece are respectively positioned at two axial sides of the inner ring or the outer ring of the second one-way clutch;
the execution unit is configured to: pushing the inner ring or the outer ring of the second one-way clutch to move from the original position state to the removal state along the axial direction, and compressing the elastic piece;
the elastic member is used for: when the executing part withdraws, the inner ring or the outer ring of the second one-way clutch is driven to move from the moving-out state to the original position state along the axial direction by a mode of restoring deformation.
Optionally, the actuator further comprises:
the annular supporting seat is sleeved on the central shaft and is fixed with the annular shell;
the rotating motor is sleeved on the annular supporting seat, and the rotating motor and the annular supporting seat are both positioned in the gap;
the executing part is matched with the rotating motor so as to convert the rotating motion output by the rotating motor into linear motion;
when the rotating motor rotates forwards, the executing part pushes the inner ring or the outer ring of the second one-way clutch to move to the moving-out state;
when the rotating motor rotates reversely, the executing part withdraws.
Optionally, a stator of the rotating electrical machine is fixed on the annular supporting seat, and a rotor of the rotating electrical machine is located on the radial outer side of the stator and is provided with an external thread;
the execution unit includes: a shift ring provided with an internal thread; a plurality of balls which are sequentially arranged along the axial direction and are positioned between the rotor of the rotating motor and the moving ring;
when the rotor of the rotating electrical machine rotates, the shift ring moves in the axial direction.
Optionally, the power coupling device further comprises: and the thrust bearing is sleeved on the central shaft and is abutted between the executing part and the inner ring of the second one-way clutch along the axial direction.
Optionally, when the inner ring or the outer ring of the second one-way clutch is in the original position state, the executing portion is axially abutted against the inner ring or the outer ring of the second one-way clutch, and the elastic member is always in a compressed state.
Optionally, the power coupling device further comprises: and the flexible disk is positioned on one side of the rotor support facing the gearbox in the axial direction, and the radial outer end of the flexible disk is fixedly connected with one axial end of the rotor support.
Compared with the prior art, the technical scheme of the invention has the following advantages:
the first one-way clutch and the second one-way clutch can transmit torque during locking, and the function of the existing friction type clutch is achieved. Compared with the existing friction clutch which comprises a pair of pressure plates, a clutch plate, a pressure plate, a diaphragm spring, an actuating mechanism and other parts which are sequentially arranged along the axial direction, the axial space occupied by the first one-way clutch and the second one-way clutch in the technical scheme of the invention is reduced. Further, according to the operating principles of the first one-way clutch, the second one-way clutch, and the friction clutch, the first one-way clutch and the second one-way clutch can obtain a larger torque capacity than the friction clutch at the time of locking, and therefore can transmit a large torque output from the multi-cylinder internal combustion engine.
In addition, the inner ring and the outer ring of the second one-way clutch can relatively move in a reciprocating mode along the axial direction to switch between a home position state and a moving-out state, when the rotating speed of the central shaft is smaller than that of the rotor support, the inner ring or the outer ring of the second one-way clutch can be switched to the moving-out state to cut off torque transmission between the central shaft and the rotor support, and energy waste caused by the fact that an internal combustion engine is driven as a load and negative effects of poor riding comfort can be avoided.
Drawings
Fig. 1 is a sectional view of a power coupling device for a hybrid vehicle in an embodiment of the present invention;
FIG. 2 is a power transfer schematic diagram of the power coupling device of FIG. 1 in a hybrid vehicle in a pure internal combustion engine mode;
FIG. 3 is a power transmission schematic diagram of the power coupling device shown in FIG. 1 when the hybrid vehicle is in an electric-only mode;
FIG. 4 is a first power transmission schematic diagram of the power coupling device of FIG. 1 when the hybrid vehicle is in a hybrid mode;
FIG. 5 is a second power transmission schematic diagram of the power coupling device of FIG. 1 when the hybrid vehicle is in a hybrid mode;
FIG. 6 is a power transfer schematic of the power coupling device of FIG. 1 in an internal combustion engine starting mode of the hybrid vehicle;
FIG. 7 is a power transmission schematic diagram of the power coupling device of FIG. 1 when the hybrid vehicle is in an energy recovery mode;
FIG. 8 is a cross-sectional view of an actuator in the power coupling device of FIG. 1, with a single-dot chain line indicating a central axis of the central shaft;
the central axis of the central shaft is located on the section plane of the above-mentioned sectional views, and the arrows in fig. 2 to 8 indicate the transmission direction of power, and in order to reduce the drawings, fig. 1 to 8 each show only the upper half of the central axis of the central shaft, and do not show the lower half of the central axis of the central shaft.
Detailed Description
In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in detail below.
As shown in fig. 1, the present embodiment provides a power coupling device for a hybrid vehicle, which includes a central shaft 1, the central shaft 1 being used to transmit torque output from an internal combustion engine E to a transmission T. In the present embodiment, a damper a is fitted to an axial end of the central shaft 1 near the internal combustion engine E, and torque output from the internal combustion engine E is transmitted to the central shaft 1 via the damper a. In a modification of the present embodiment, the damper a may be replaced with a dual mass flywheel.
The central shaft 1 is sleeved with the motor 2, and the motor 2 and the internal combustion engine E are jointly used as a power source for driving the hybrid electric vehicle to run. In the present embodiment, the electric machine 2 can be operated in both a motor mode to power the hybrid vehicle, and a generator mode to convert the recovered energy into electric energy for storage. Of course, in a modification of the present embodiment, the motor 2 may be operable only in the motor mode.
The electric machine 2 comprises a rotor 20 and a rotor support 21 which are connected in a rotationally fixed manner such that one rotates about the central shaft 1 while the other rotates about the central shaft 1. When the motor 2 is operated in the motor mode, the rotor 20 causes the rotor support 21 to rotate about the central axis 1. When the electric machine 2 is operated in generator mode, the rotor support 21 causes the rotor 20 to rotate. The rotor support 21 serves, on the one hand, to support the stationary rotor 20 and, on the other hand, the rotor support 21 serves to effect a dynamic coupling of the internal combustion engine E with the electric machine 2. How the rotor carrier 21 provides the dynamic coupling of the internal combustion engine E to the electric machine 2 will be explained in the principle of operation of the dynamic coupling device.
The motor 2 is spaced apart from the central shaft 1 in a radial direction G, and in the present invention, the radial direction refers to a radial direction of the central shaft 1 unless otherwise specified. The first one-way clutch 3 and the second one-way clutch 4 are arranged in the gap G, and the first one-way clutch 3 and the second one-way clutch 4 are sleeved on the central shaft 1 at intervals along the axial direction. In the technical solution of the present invention, unless otherwise specified, the axial direction refers to the axial direction of the central shaft 1.
In the present embodiment, the first one-way clutch 3 is axially closer to the transmission T than the second one-way clutch 4. In a modified example of the present embodiment, the second one-way clutch 4 may be located axially closer to the transmission T than the first one-way clutch 3.
The first one-way clutch 3 includes an inner ring 30 and an outer ring 31 fitted around the inner ring 30, and the second one-way clutch 4 includes an inner ring 40 and an outer ring 41 fitted around the inner ring 40. The inner rings 30, 40 are connected to the central shaft 1 in a rotationally fixed manner, so that the inner rings 30, 40 follow the rotation when the central shaft 1 rotates, and vice versa. Both outer rings 31, 41 are connected to the rotor support 21 in a rotationally fixed manner, so that the outer rings 31, 41 rotate when the rotor support 21 rotates, and vice versa.
The first one-way clutch 3 is configured to: the locking is effected when the rotational speed of the central shaft 1 is greater than the rotational speed of the rotor support 21 and the unlocking is effected when the rotational speed of the central shaft 1 is less than the rotational speed of the rotor support 21. When the first one-way clutch 3 is locked, one of the inner ring 30 and the outer ring 31 rotates to drive the other to rotate, so that the inner ring 30 and the outer ring 31 are interlocked, and the first one-way clutch 3 can transmit torque. When the first one-way clutch 3 is unlocked, the inner ring 30 and the outer ring 31 are no longer interlocked, the outer ring 31 can freely rotate relative to the inner ring 30, and the first one-way clutch 3 cannot transmit torque.
The second one-way clutch 4 is configured to: the locking is effected when the rotational speed of the central shaft 1 is less than the rotational speed of the rotor support 21 and the unlocking is effected when the rotational speed of the central shaft 1 is greater than the rotational speed of the rotor support 21. When the second one-way clutch 4 is locked, one of the inner ring 40 and the outer ring 41 rotates to drive the other to rotate, so that the inner ring 40 and the outer ring 41 are interlocked, and the second one-way clutch 4 can transmit torque. When the second one-way clutch 4 is unlocked, the inner ring 40 and the outer ring 41 are no longer interlocked, the inner ring 40 can rotate freely relative to the outer ring 41, and the second one-way clutch 4 cannot transmit torque.
The operation principle of the power coupling device of the present embodiment will be described with reference to fig. 2 to 7, in which arrows indicate the transmission direction of power.
As shown in fig. 2, when the hybrid vehicle operates in the pure internal combustion engine mode, the internal combustion engine E is used as the only power source for driving the vehicle to run, the electric motor 2 does not provide power, the torque output by the internal combustion engine E is sequentially transmitted to the central shaft 1 through the damper a, the rotating speed of the central shaft 1 is greater than that of the rotor support 21, so that the first one-way clutch 3 is locked, and the torque can be transmitted, so that the torque output by the internal combustion engine E to the central shaft 1 is continuously transmitted to the transmission T sequentially through the inner ring 30, the outer ring 31 and the rotor support 21 of the first one-way clutch 3.
As shown in fig. 3, when the hybrid electric vehicle operates in the electric-only mode, the electric machine 2 is used as the only power source for driving the vehicle, and the internal combustion engine E does not provide power. The torque output from the rotor 20 of the motor 2 is transmitted to the transmission T via the rotor carrier 21. At this time, since the rotational speed of the central shaft 1 is lower than the rotational speed of the rotor holder 21, the first one-way clutch 3 is unlocked and torque cannot be transmitted, and torque output from the rotor holder 21 is not transmitted to the central shaft 1 via the first one-way clutch 3.
As shown in fig. 4 to 5, when the hybrid vehicle operates in the hybrid mode, the motor 2 and the internal combustion engine E together serve as a power source for driving the vehicle. On one hand, the torque output by the rotor 20 of the motor 2 is transmitted to the rotor support 21, on the other hand, the torque output by the internal combustion engine E is transmitted to the central shaft 1 through the damper a and then transmitted to the rotor support 21 through one of the first one-way clutch 3 and the second one-way clutch 4, and the torque output by the motor 2 and the torque output by the internal combustion engine E are coupled at the rotor support 21 and then transmitted to the transmission T.
As shown in fig. 4, when the rotational speed of the center shaft 1 under the drive of the internal combustion engine E is greater than the rotational speed of the spider 21 under the drive of the motor 2, the first one-way clutch 3 achieves locking, the second one-way clutch 4 achieves unlocking, and the torque output from the center shaft 1 is transmitted to the spider 21 via the first one-way clutch 3.
As shown in fig. 5, when the rotational speed of the center shaft 1 driven by the internal combustion engine E is lower than the rotational speed of the spider 21 driven by the motor 2, the first one-way clutch 3 is unlocked, the second one-way clutch 4 is locked, and the torque output from the center shaft 1 is transmitted to the spider 21 via the second one-way clutch 4.
As shown in fig. 6, when the hybrid vehicle operates in the engine start mode, the electric motor 2 serves as a starter motor, the output torque thereof is transmitted to the rotor support 21, the rotation speed of the rotor support 21 is greater than that of the central shaft 1, so that the second one-way clutch 4 is locked to transmit the torque, and the torque output from the electric motor 2 to the rotor support 21 is continuously transmitted to the internal combustion engine E sequentially via the outer ring 41, the inner ring 40, the central shaft 1 and the damper a of the second one-way clutch 4, thereby starting the internal combustion engine E. The first one-way clutch 3 is now unlocked and torque cannot be transmitted.
As shown in fig. 7, when the hybrid electric vehicle operates in the energy recovery mode, the wheels sequentially pass through the transmission T and the rotor bracket 21 to drive the rotor 20 to rotate, so that the motor 2 can convert mechanical energy into electric energy to be stored. And when the vehicle is in a braking working condition or a sliding working condition, the hybrid electric vehicle enters the energy recovery mode.
As is clear from the above analysis, in the aspect of the present invention, the first one-way clutch 3 and the second one-way clutch 4 can transmit the torque output by the internal combustion engine E during the lockup, and function as conventional friction clutches. Compared with the existing friction clutch which comprises a plurality of components such as a counter pressure plate, a clutch plate, a pressure plate, a diaphragm spring, an actuating mechanism and the like which are sequentially arranged along the axial direction, the axial space occupied by the first one-way clutch 3 and the second one-way clutch 4 in the technical scheme of the invention is reduced.
As shown in fig. 1, the first one-way clutch 3 further includes a plurality of locking members 32 arranged between the inner race 30 and the outer race 31 at intervals in the circumferential direction. When the rotation speed of the inner ring 30 is greater than that of the outer ring 31, the locking member 32 can tightly abut against the inner ring 30 and the outer ring 31, and friction is generated between the locking member 32 and the inner ring 30 and between the locking member 32 and the outer ring 31, so that the locking of the first one-way clutch 3 is realized. When the rotation speed of the inner race 30 is less than that of the outer race 31, at least one of the locking member 32 and the inner race 30 and the locking member 32 and the outer race 31 does not generate friction, so as to unlock the first one-way clutch 3.
Similarly, the second one-way clutch 4 further includes a plurality of locking members 42 arranged at intervals in the circumferential direction between the inner race 40 and the outer race 41. When the rotation speed of the outer ring 41 is greater than that of the inner ring 40, the lock member 42 can tightly abut against both the inner ring 40 and the outer ring 41, and friction is generated between the lock member 42 and the inner ring 40 and between the lock member 42 and the outer ring 41, so that locking of the second one-way clutch 4 is realized. When the rotation speed of the outer race 41 is lower than that of the inner race 40, at least one of the lock member 42 and the inner race 40 and the lock member 42 and the outer race 41 does not generate friction, so that the second one-way clutch 4 is unlocked.
Therefore, according to the operating principle of the first one-way clutch 3 and the second one-way clutch 4, the first one-way clutch 3 and the second one-way clutch 4 transmit torque through the lock members 32 and 42, respectively, and the lock members 32 and 42 can bear a high load. As can be seen from the operation principle of the conventional friction clutch, the friction plates of the friction clutch are made of wear-resistant materials, steel wires, etc., and can bear much lower surface pressure than the locking members 32 and 42, so that the first one-way clutch 3 and the second one-way clutch 4 can obtain larger torque capacity than the friction clutch when locked, and thus can transmit large torque output by the multi-cylinder internal combustion engine.
In this embodiment, the power coupling device further includes an annular housing 5 located radially outside the motor 2, and the annular housing 5 is fixed. When the power coupling device is applied to an automobile, the annular housing 5 is fixed to a stationary part of the automobile and has an inner cavity (not identified), and the motor 2, the first one-way clutch 3, and the second one-way clutch 4 are all located in the inner cavity.
An actuator 6 is supported on the annular housing 5, and the actuator 6 is used for driving the inner ring 40 and the outer ring 41 of the second one-way clutch 4 to reciprocate relatively along the axial direction so as to switch between a home position state and a removal state. In the present embodiment, the outer ring 41 is stationary in the axial direction, and the inner ring 40 is capable of reciprocating in the axial direction. When the inner race 40 of the second one-way clutch 4 is in the home state, as shown in fig. 4, 5, 6, the second one-way clutch 4 has the capacity to transmit torque, but when the inner race 40 of the second one-way clutch 4 is in the moved-out state, as shown in fig. 2, 3, 7, the second one-way clutch 4 does not have the capacity to transmit torque. The contact area between the inner ring 40 and the lock member 42 in the home state is larger than the contact area between the inner ring 40 and the lock member 42 in the removed state.
As shown in fig. 2, 3, and 7, in the present embodiment, the inner race 40 is completely separated from the lock member 42 in the removed state, but in a modified example of the present embodiment, the inner race 40 may be partially in contact with the lock member 42 in the removed state as long as the second one-way clutch 4 does not have a torque transmission capability at all times.
When the torque transmission of the second one-way clutch 4 causes negative effects such as energy waste and deterioration of riding comfort, the actuator 6 drives the inner race 40 of the second one-way clutch 4 to move to the shifted-out state. For example:
as shown in fig. 2, when the hybrid vehicle is operating in the engine-only mode, the actuator 6 drives the inner race 40 of the second one-way clutch 4 to move to the shifted-out state, so that the second one-way clutch 4 does not have the capacity to transmit torque. When the power output from the internal combustion engine E fluctuates instantaneously so that the rotation speed of the central shaft 1 suddenly becomes smaller than the rotation speed of the spider 21, the first one-way clutch 3 is switched from the lock-up to the unlock, and torque can no longer be transmitted. Thus, the torque transmission between the internal combustion engine E and the transmission T is interrupted, and the power fluctuation of the internal combustion engine E is not transmitted to the wheels, so that the passenger does not feel the vibration of the vehicle, and the riding comfort is improved.
As shown in fig. 3, when the hybrid electric vehicle operates in the electric mode, the actuator 6 drives the inner ring 40 of the second one-way clutch 4 to move to the shift-out state, so that the second one-way clutch 4 does not have the capability of transmitting torque, thereby preventing the torque output by the rotor support 21 from being transmitted to the central shaft 1 via the outer ring 41 and the inner ring 40 in sequence, and avoiding the waste of power output by the motor 2 caused by the internal combustion engine E being driven as a load.
As shown in fig. 7, when the hybrid vehicle operates in the energy recovery mode, the actuator 6 drives the inner ring 40 of the second one-way clutch 4 to move to the shift-out state, so that the second one-way clutch 4 has no capability of transmitting torque, thereby preventing the torque output by the rotor support 21 from being transmitted to the central shaft 1 via the outer ring 41 and the inner ring 40 in sequence, and avoiding the energy waste caused by the driving of the internal combustion engine E as a load.
In the present embodiment, the inner race 40 of the second one-way clutch 4 may be configured to be axially movable back and forth relative to the outer race 41 to switch between the home position and the removed position by a method other than the actuator 6.
In the present embodiment, the second one-way clutch 4 further includes a cage (not shown) located between the inner ring 40 and the outer ring 41, the cage is provided with a plurality of pockets arranged at intervals in the circumferential direction, and the locking members 42 of the second one-way clutch 4 are respectively located in the pockets. The retainer has the following functions: circumferentially spacing each locking member 42; the locking member 42 is axially restrained to prevent the locking member 42 from moving out of the outer ring 41 under the driving of the inner ring 40 when the actuator 6 drives the inner ring 40 to move axially relative to the outer ring 41 to the removed state.
As shown in fig. 1 to 2, in the present embodiment, the actuator 6 includes an actuator 61 and an elastic member 62, which are respectively located on both sides of the inner race 40 of the second one-way clutch 4 in the axial direction. The execution unit 61 is configured to: the inner race 40 of the second one-way clutch 4 is pushed to move axially from the home state to the moved-out state, and the elastic member 62 is compressed. When the inner ring 40 moves from the home position to the removed position in the axial direction, a certain displacement is generated in the axial direction, and accordingly, the actuator 61 moves from the initial position (shown in fig. 1) in the axial direction to generate a certain displacement in the axial direction. When the inner ring 40 of the second one-way clutch 4 needs to move axially from the removed state to the original state, the actuating portion 61 retracts (i.e. returns to the initial position), the compressed elastic member 62 can recover the deformation, and an axial force directed from the inner ring 40 to the actuating portion 61 is applied to the inner ring 40, so as to drive the inner ring 40 of the second one-way clutch 4 to move axially from the removed state to the original state.
In the present embodiment, the elastic member 62 is always in a compressed state, that is, even if the inner ring 40 of the second one-way clutch 4 is in the home state, the elastic member 62 applies an axial force to the inner ring 40 from the inner ring 40 toward the actuator 61. When the inner ring 40 of the second one-way clutch 4 is in the home position, the actuator 61 is axially abutted against the inner ring 40 of the second one-way clutch 4, and the actuator 61 applies an axial force to the inner ring 40, which is directed from the actuator 61 to the inner ring 40. Thus, when the inner race 40 of the second one-way clutch 4 is in the home position, the inner race 40 can be axially restrained by the actuator 61 and the elastic member 62.
In this embodiment, the elastic member 62 is a spring. In a modification of the present embodiment, the elastic member 62 may be another elastic member that can be elastically deformed.
As shown in fig. 1 and 8 in conjunction, in this embodiment, the actuator 6 further includes an annular bearing 64 and a rotary motor 65 located in the space between the motor 2 and the central shaft 1. The annular support 64 is fitted over the central shaft 1 and fixed to the annular housing 5. The rotary motor 65 is sleeved on the annular supporting seat 64. The actuator 61 cooperates with the rotary electric machine 65 to convert the rotary motion output from the rotary electric machine 65 into a linear motion, thereby driving the inner race 40 to move in the axial direction. When the rotating electrical machine 65 rotates in the normal direction, the actuator 61 pushes the inner race 40 of the second one-way clutch 4 to move to the moved-out state. When the rotary motor 65 is reversed, the actuator 61 is moved in the opposite axial direction to retreat.
Further, in the present embodiment, the rotating electric machine 65 is an outer rotor motor, a stator 650 of which is fixed to the annular support base 64, and a rotor 651 of which is located radially outside the stator 650 and is provided with an external thread. The execution section 61 includes: a shift ring 66 provided with an internal thread; a plurality of balls 67 are sequentially arranged in the axial direction between the rotor 651 and the moving ring 66. The moving ring 66, the balls 67, and the rotor 651 of the rotating electrical machine 65 together constitute a screw ball pair, so that when the rotor 651 of the rotating electrical machine 65 rotates, the moving ring 66 moves in the axial direction.
In the present embodiment, the rotating electric machine 65 is provided radially inside the actuator 61, and the rotor 651 of the rotating electric machine 65 doubles as a part of the screw ball pair, so that the space occupied by the actuator 6 can be reduced. Of course, the rotating electric machine 65 may not be provided radially inside the actuator 61 and the rotor 651 of the rotating electric machine 65 may not also be a part of the screw ball pair, regardless of the space occupied by the actuator 6.
In the modification of the present embodiment, the balls 67 may not be provided in the actuator 61, and the rotor 651 may be screw-engaged with the moving ring 66, and in this case, when the rotor 651 of the rotating electric machine 65 is rotated, the moving ring 66 may be moved in the axial direction.
In the technical solution of the present invention, the actuator 61 may also adopt other mechanisms capable of converting the rotational motion output by the rotating motor 65 into a linear motion, such as a worm gear mechanism, and the like, and is not limited to the embodiment.
In addition, in the embodiment, the actuating part 61 drives the inner ring 40 to move in the axial direction in an electric manner, but in the technical solution of the present invention, the actuating part 61 may also drive the inner ring 40 to move in the axial direction in other manners, such as a hydraulic manner or a pneumatic manner. For example, the actuator 61 may be a movable piston disposed in a cylinder, and the piston may be driven to move by injecting a liquid or gas into the cylinder, so as to drive the inner ring 40 to move in the axial direction. When releasing the liquid or gas within the cylinder, the piston may be driven, and thereby retracted, by the inner race 40 driven by the compressed resilient member 62.
With continued reference to fig. 1, in the present embodiment, the power coupling device further includes: and a thrust bearing 63 sleeved on the central shaft 1, wherein the thrust bearing 63 is abutted between the execution part 61 and the inner ring 40 of the second one-way clutch 4 along the axial direction. When the second one-way clutch 4 transmits torque, the thrust bearing 63 can prevent the actuator 61 from directly rotating in contact with the inner race 40 and being worn.
In a modification of the present embodiment, the inner ring 40 is stationary in the axial direction, and the outer ring 41 is capable of reciprocating in the axial direction to switch between the home position and the removed position. When the outer race 41 of the second one-way clutch 4 is in the home state, as shown in fig. 4, 5, 6, the second one-way clutch 4 has the capacity to transmit torque, as shown in fig. 2, 3, 7, but when the outer race 41 of the second one-way clutch 4 is in the moved-out state, the second one-way clutch 4 does not have the capacity to transmit torque.
In the technical scheme of the transformation example: when the hybrid electric vehicle operates in the pure internal combustion engine mode, the actuating mechanism 6 drives the outer ring 41 of the second one-way clutch 4 to move to the shift-out state, so that the second one-way clutch 4 does not have the capacity of transmitting torque, and the power fluctuation of the internal combustion engine E is not transmitted to the wheels. Or, when the hybrid electric vehicle operates in the electric mode or the energy recovery mode, the actuating mechanism 6 drives the outer ring 41 of the second one-way clutch 4 to move to the shift-out state, so as to avoid the waste of the power output by the motor 2 caused by the driving of the internal combustion engine E as a load.
In the technical solution of this modified example, after the actuator 6 of this embodiment is appropriately adjusted, the outer race 41 of the second one-way clutch 4 can still be driven by the actuator to reciprocate in the axial direction to switch between the home position state and the removed position state. Specifically, the actuator 61 and the elastic member 62 are respectively located on both axial sides of the outer race 41 of the second one-way clutch 4. The actuator 61 is configured to push the outer race 41 of the second one-way clutch 4 to move from the home position state to the removed state in the axial direction, and compress the elastic member 62. The elastic member 62 is used for: when the actuator 61 is retracted, the outer race 41 of the second one-way clutch 4 is driven to move axially from the moved-out state to the home state by restoring the deformation. In this modification, the specific structures of the actuating part 61 and the elastic element 62 refer to this embodiment, and are not described herein again.
Of course, in the embodiment of the present invention, the outer race 41 of the second one-way clutch 4 may be reciprocated in the axial direction to switch between the home position and the removed position by a method other than the actuator 6.
It should be noted that, in the solution of the present invention, the inner race 40 or the outer race 41 of the second one-way clutch 4 may also be moved to the shift-out state in other modes of the hybrid vehicle, and should not be limited to the three modes mentioned in the embodiment.
In the present embodiment, the inner race 30 of the first one-way clutch 3 is axially stationary relative to the center shaft 1.
In the present embodiment, the annular housing 5 has an annular body portion 50, and the radial inner side of the body portion 50 has an annular flange portion 51, and the flange portion 51 is disposed at one axial end of the body portion 50 and is fixedly connected to one axial end of the annular support seat 64, so that the annular support seat 64 is fixed. In the embodiment, the annular housing 5 and the annular support base 64 are fixed by bolts.
In the present embodiment, the motor 2 is an inner rotor motor, the rotor support 21 is located at the radial inner side of the rotor 20, and the motor 2 further includes a stator 22 located at the radial outer side of the rotor 20. However, it should be noted that, in the technical solution of the present invention, the structure type of the motor 2 should not be limited to the embodiment.
In this embodiment, the power coupling device further comprises a flexible disk 7 and a rigid disk 8, the flexible disk 7 and the rigid disk 8 being located on a side of the rotor support 21 facing the gearbox T in the axial direction. The radial outer end of the rigid disk 8 is fixed with one axial end of the rotor support 21, and the flexible disk 7 is fixedly connected with the rigid disk 8 at the axial side of the rigid disk 8, which is opposite to the rotor support 21. The radially inner end of the flexible disk 7 is fixedly connected to a sleeve 9, the sleeve 9 being intended for splined connection to the input of the transmission T. The torque of the rotor support 21 is transmitted to the transmission T through the rigid disk 8, the flexible disk 7, and the sleeve 9 in this order. The flexible disk 7 is capable of absorbing axial shock by being deformed.
In the present embodiment, the rigid disk 8 is fixed to the rotor holder 21 by a positioning pin (not shown), the flexible disk 7 is fixed to the rigid disk 8 by a bolt, and the sleeve 9 is fixed to the flexible disk 7 by a bolt. Of course, in other embodiments, the rigid disk 8 and the rotor support 21, the flexible disk 7 and the rigid disk 8, and the sleeve 9 and the flexible disk 7 may be fixed by other connection methods.
In a variant of this embodiment, the rigid disc 8 may be absent, in which case the radially outer end of the flexible disc 7 is fixed directly to one axial end of the rotor holder 21.
Although the present invention is disclosed above, the present invention is not limited thereto. Various changes and modifications may be effected therein by one skilled in the art without departing from the spirit and scope of the invention as defined in the appended claims.
Claims (9)
1. A power coupling device for a hybrid vehicle, comprising:
a central shaft;
the motor is sleeved outside the central shaft, and has a gap in the radial direction with the central shaft, the motor comprises a rotor and a rotor bracket which are connected in a torsion-resistant manner, and the rotor bracket can rotate around the central shaft;
characterized in that the power coupling device further comprises: the first one-way clutch and the second one-way clutch are sleeved on the central shaft at intervals along the axial direction, are both positioned in the intervals and respectively comprise an inner ring and an outer ring, the inner ring is connected with the central shaft in an anti-torsion manner, and the outer ring is connected with the rotor support in an anti-torsion manner;
the first one-way clutch is configured to: locking is realized when the rotating speed of the central shaft is greater than that of the rotor support, and unlocking is realized when the rotating speed of the central shaft is less than that of the rotor support;
the second one-way clutch is configured to: locking is realized when the rotating speed of the central shaft is less than that of the rotor support, and unlocking is realized when the rotating speed of the central shaft is greater than that of the rotor support;
the inner ring and the outer ring of the second one-way clutch can relatively reciprocate along the axial direction so as to switch between a home position state and a moving-out state;
when the rotation speed of the central shaft is less than that of the rotor support: when the inner ring or the outer ring of the second one-way clutch is in the original position state, the second one-way clutch can transmit torque; when the inner ring or the outer ring of the second one-way clutch is in the shift-out state, the second one-way clutch cannot transmit torque; the power coupling device further includes: the actuating mechanism is used for driving the inner ring or the outer ring of the second one-way clutch to reciprocate along the axial direction so as to switch between the original position state and the shifted-out state;
the actuator includes: the executing part and the elastic piece are respectively positioned at two axial sides of the inner ring or the outer ring of the second one-way clutch; the execution unit is configured to: pushing the inner ring or the outer ring of the second one-way clutch to move from the original position state to the moved-out state along the axial direction, and compressing the elastic piece; the elastic member is used for: when the executing part withdraws, the inner ring or the outer ring of the second one-way clutch is driven to move from the moving-out state to the original position state along the axial direction in a mode of restoring deformation.
2. The power coupling device of claim 1, wherein the inner race or the outer race of the second one-way clutch is configured to be in the out-of-range state when the hybrid vehicle is in an internal combustion engine only mode, an electric only mode, and/or an energy recovery mode.
3. The power coupling device of claim 1, wherein said second one-way clutch further comprises:
a plurality of locking pieces which are arranged at intervals along the circumferential direction and are positioned between the inner ring and the outer ring of the second one-way clutch;
the retainer is arranged between the inner ring and the outer ring of the second one-way clutch, the retainer is provided with a plurality of pockets which are arranged at intervals along the circumferential direction, and the locking pieces are respectively arranged in the pockets.
4. The power coupling device of claim 1, wherein said power coupling device further comprises:
an annular housing located radially outward of the motor; the actuator is supported on the annular housing;
the actuating mechanism is used for driving the inner ring or the outer ring of the second one-way clutch to be in the moving-out state when the hybrid electric vehicle is in a pure internal combustion engine mode, a pure electric mode and/or an energy recovery mode.
5. The power coupling device of claim 1, wherein said actuator mechanism further comprises: the annular supporting seat is sleeved on the central shaft and is fixed with the annular shell;
the rotating motor is sleeved on the annular supporting seat, and the rotating motor and the annular supporting seat are both positioned in the gap;
the executing part is matched with the rotating motor so as to convert the rotating motion output by the rotating motor into linear motion;
when the rotating motor rotates forwards, the executing part pushes the inner ring or the outer ring of the second one-way clutch to move to the moving-out state;
when the rotating motor rotates reversely, the executing part withdraws.
6. The power coupling device according to claim 5, wherein a stator of the rotating electrical machine is fixed to the annular support base, and a rotor of the rotating electrical machine is located radially outside the stator and is provided with an external thread;
the execution unit includes: a shift ring provided with an internal thread; a plurality of balls which are sequentially arranged along the axial direction and are positioned between the rotor of the rotating motor and the moving ring;
when the rotor of the rotating electrical machine rotates, the shift ring moves in the axial direction.
7. The power coupling device of claim 1, wherein said power coupling device further comprises: and the thrust bearing is sleeved on the central shaft and is abutted between the execution part and the inner ring of the second one-way clutch along the axial direction.
8. The power coupling device according to claim 1, wherein when the inner ring or the outer ring of the second one-way clutch is in the original position, the actuating portion is axially abutted against the inner ring or the outer ring of the second one-way clutch, and the elastic member is always in a compressed state.
9. A power coupling device according to any one of claims 1 to 8, further comprising: and the flexible disk is positioned on one side of the rotor support facing the gearbox in the axial direction, and the radial outer end of the flexible disk is fixedly connected with one axial end of the rotor support.
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| CN201610247681.0A CN107303806B (en) | 2016-04-19 | 2016-04-19 | Power coupling device for hybrid electric vehicle |
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| CN201610247681.0A CN107303806B (en) | 2016-04-19 | 2016-04-19 | Power coupling device for hybrid electric vehicle |
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| CN107303806B true CN107303806B (en) | 2022-06-24 |
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