CN110834533A - CVT-based hybrid power transmission system and hybrid power vehicle with same - Google Patents
CVT-based hybrid power transmission system and hybrid power vehicle with same Download PDFInfo
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- CN110834533A CN110834533A CN201810943011.1A CN201810943011A CN110834533A CN 110834533 A CN110834533 A CN 110834533A CN 201810943011 A CN201810943011 A CN 201810943011A CN 110834533 A CN110834533 A CN 110834533A
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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
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
- B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
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- Engineering & Computer Science (AREA)
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- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Hybrid Electric Vehicles (AREA)
- Arrangement Of Transmissions (AREA)
Abstract
The invention discloses a CVT-based hybrid power transmission system and a hybrid power vehicle with the same, wherein the transmission system comprises an engine and a CVT belt wheel mechanism, and a driving belt wheel of the CVT belt wheel mechanism can be in power connection with an output shaft of the engine through a clutch; the first input gear of the gear transmission mechanism can be in power connection with the driving belt wheel, and the output gear of the gear transmission mechanism is in power connection with the input end of the differential mechanism; the motor is arranged between the CVT belt wheel mechanism and the gear transmission mechanism, one end of a motor shaft of the motor shaft can be in power connection with the driven belt wheel of the CVT belt wheel mechanism through the clutch, and the other end of the motor shaft can be in power connection with the second input gear of the gear transmission mechanism. The invention realizes a hybrid working mode based on the CVT belt wheel mechanism, can enable the engine to work at an economic rotating speed, and can ensure better dynamic property and smoothness on the basis of obtaining good oil-saving performance.
Description
Technical Field
The invention relates to the technical field of hybrid electric vehicles, in particular to a CVT (continuously variable transmission) -based hybrid power transmission system and a hybrid electric vehicle with the same.
Background
Hybrid vehicles are increasingly favored by consumers due to their energy saving and environmental protection advantages. As is known well, in the aspect of power, the hybrid electric vehicle is superior to the traditional fuel oil vehicle in power performance due to the addition of the motor, has very close driving range and is suitable for long-distance travel in suburbs; in the aspect of emission, the pure electric vehicle has the requirements which can be met by the pure electric vehicle during pure electric driving, so that the pure electric vehicle is suitable for urban trip, air pollution can be effectively relieved, and noise pollution can be reduced. At present, a hybrid electric vehicle as a new energy vehicle has great development potential and application prospect.
Among the prior art, the hybrid transmission is mostly designed based on traditional gearbox, and according to the infrastructure of hybrid transmission, hybrid mainly has three kinds of forms on the market at present: 1. based on DCT traditional gearbox increase motor, 2 based on CVT (continuously Variable Transmission) gearbox increase motor, 3 based on AT gearbox increase motor. The oil-saving effect can not be better obtained due to the limitation of the structure of the oil-saving engine.
In view of the above, it is desirable to optimally design a power transmission system of an existing hybrid vehicle, so as to obtain good economy, dynamic performance and smoothness while fully exerting the excellent performance of the existing hybrid vehicle.
Disclosure of Invention
In order to solve the technical problems, the invention provides a CVT-based hybrid power transmission system and a hybrid power vehicle with the same.
The invention provides a CVT-based hybrid power transmission system, which comprises an engine and a CVT belt wheel mechanism, wherein a driving belt wheel of the CVT belt wheel mechanism can be in power connection with an output shaft of the engine through a clutch; the first input gear of the gear transmission mechanism can be in power connection with the driving belt wheel, and the output gear of the gear transmission mechanism is in power connection with the input end of the differential mechanism; the motor is arranged between the CVT belt wheel mechanism and the gear transmission mechanism, one end of a motor shaft of the motor shaft can be in power connection with the driven belt wheel of the CVT belt wheel mechanism through the clutch, and the other end of the motor shaft can be in power connection with the second input gear of the gear transmission mechanism.
Preferably, the motor is a motor integrating a motor and a generator.
Preferably, the other end of the motor shaft may be power-connected to the second input gear of the gear transmission mechanism through a clutch.
Preferably, the gear transmission mechanism comprises a transition shaft, and the first input gear and the second input gear respectively establish power connection with the output gear through an adaptive gear arranged on the transition shaft; the number of the transition shafts is 2i +1, and i is an integer greater than or equal to 0.
Preferably, the number of the transition shafts is one, and a first gear engaged with the first input gear, a second gear engaged with the second input gear, and the output gear are sequentially disposed on the transition shafts.
Preferably, the first gear may be in power connection with the second gear by a clutch.
Preferably, the first input gear is power connectable with a driving pulley of the CVT pulley mechanism by a clutch.
Preferably, the specific configuration is: working radius of the driving pulley/working radius of the driven pulley (i)2/i1)≥(i5/i6) (ii) a In the formula (I), the compound is shown in the specification,
i1-the number of teeth of the first input gear;
i2-the number of teeth of the first gear;
i5-the number of teeth of the second gear;
i6-the number of teeth of the second input gear.
Preferably, the engine further comprises a torsional damper, and the power is connected to the output shaft end of the engine.
The invention provides a hybrid vehicle which adopts the CVT-based hybrid power transmission system.
Compared with the prior art, the invention provides a power system of a hybrid vehicle in another way, and on the basis of the prior CVT belt wheel mechanism, a motor is additionally arranged and a clutch and a gear transmission mechanism are assisted, specifically, a first input gear of the gear transmission mechanism can be in power connection with a driving belt wheel, and an output gear of the gear transmission mechanism is in power connection with an input end of a differential mechanism; one end of the motor shaft can be in power connection with the driven belt wheel through the clutch, and the other end of the motor shaft can be in power connection with a second input gear of the gear transmission mechanism. From this, realize mixing the working pattern, can make the motor work at the optimum operating mode point under the pure electric mode of different gears to have following beneficial technological effect:
firstly, in the actual driving process, when the speed is higher, if the engine speed is also higher and exceeds the economic speed, the speed ratio of the belt transmission mechanism (the radius of a driving pulley is increased and the radius of a driven pulley is reduced) is reduced to reduce the speed of the engine, so that the speed of the engine does not exceed the economic speed range; on the contrary, if the engine rotation speed ratio is lower than the economic rotation speed, the engine rotation speed is not lower than the economic rotation speed range by increasing the speed ratio of the belt transmission mechanism (reducing the radius of the driving pulley and increasing the radius of the driven pulley), and the engine is effectively controlled to work at the economic rotation speed, so that good oil saving performance is obtained. Meanwhile, the scheme can share part of parts with the CVT gearbox, so that the product cost can be reduced, and the better economical efficiency is realized.
Secondly, in the process, based on the characteristic that the belt transmission mechanism can ensure that the speed ratio is continuously changed, the running smoothness of the belt transmission mechanism can be further ensured; in addition, under the working condition that the torque changes, the motor provides supplementary torque, and the dynamic property can be further ensured.
In addition, in the preferred scheme of the invention, the M/G motor integrating the motor and the generator is adopted, so that the energy recovery modes with different speed ratios can be realized, the energy recovery strength can be adjusted according to requirements, and the invention has better adaptability.
Drawings
Fig. 1 is a schematic diagram of a CVT-based hybrid powertrain according to an embodiment.
In the figure:
an engine 1, a CVT pulley mechanism 2, a driving pulley 21, a driven pulley 22, a motor 3, a gear transmission mechanism 4, a first input gear 41, a second input gear 42, an output gear 43, a first gear 44, a second gear 45, a differential 5, and a torsional damper 6;
clutch C0, clutch C1, clutch C2, and clutch C3.
Detailed Description
In order to make the technical solutions of the present invention better understood by those skilled in the art, the present invention will be further described in detail with reference to the accompanying drawings and specific embodiments.
Without loss of generality, the four-shaft transmission is taken as a description subject in the embodiment, and the hybrid vehicle power transmission system provided by the application is explained in detail. It should be understood that the gear train for providing speed and direction changes is not limited to the configuration shown in the figures and is not a substantial limitation on the claimed solution.
For a hybrid vehicle, the present embodiment provides a power transmission system established based on a CVT pulley mechanism. The system comprises an engine 1, a CVT pulley mechanism 2, an electric motor 3 and a gear transmission 4. The cvt (continuously variable transmission) belt wheel mechanism can realize a stepless transmission ratio without a break point, and the basic components of the cvt (continuously variable transmission) belt wheel mechanism, such as a driving wheel set, a driven wheel set, a metal belt, a hydraulic pump and the like, can be realized by adopting the prior art. Specifically, the driving pulley 21 of the CVT pulley mechanism 2 may be power-connected to the output shaft of the engine 1 via the clutch C0; a first input gear 41 of the gear transmission 4 may be in power connection with the driving pulley 21, and an output gear 43 thereof is in power connection with the input of the differential 5. The motor 3 is disposed between the CVT pulley mechanism 2 and the gear transmission mechanism 4, and has one end of a motor shaft that is power-connected to the driven pulley 22 of the CVT pulley mechanism 2 via the clutch C2 and the other end that is power-connected to the second input gear 42 of the gear transmission mechanism 4. So set up, engine 1 and motor 3 can be connected to the input of difference area ware 5 through CVT pulley mechanism 2 separately or common power, can obtain three kinds of alternative power supplies through the combination of engine and motor: the engine drive, the motor drive and the engine and the motor are driven together, and a multi-gear working mode is realized.
In order to improve the energy utilization rate of the whole vehicle to the maximum extent, the motor 3 preferably adopts an M/G motor integrating the motor and a generator, can realize energy recovery modes with different speed ratios, adjusts the intensity of energy recovery according to requirements, and drives the motor to be converted into a generator mode to realize energy recovery, including energy storage in the vehicle braking process. It is understood that the specific structure of the motor with this function is not the core invention point of this application, and those skilled in the art can implement this function by using the prior art, so that the detailed description is omitted here.
Referring specifically to fig. 1, fig. 1 is a schematic diagram of a hybrid powertrain according to an embodiment.
A power output flywheel (not shown in the figure) of the engine 1 is combined with a driving pulley 21 of the CVT pulley mechanism 2 (a conventional mode, a common drive mode, a drive charge or a parking charge) or separated (a pure electric mode, an energy recovery mode) via a clutch CO; the other end of the motor shaft can be in power connection with a second input gear 42 of the gear transmission mechanism 4 through a clutch C3, and the traditional mode reverse gear, the low-speed pure electric mode, the parking charging mode, the energy recovery mode and the like are achieved in a matching mode.
The gear transmission mechanism 4 shown in the figure is a three-shaft transmission, in which one transmission input shaft is coaxial with the driving pulley 21 of the CVT pulley mechanism 2, and the other transmission input shaft is coaxial with the motor shaft, and the shaft outputting power to the differential 5 also functions as a transition shaft. In this embodiment, the "transition shaft" refers to a transmission shaft with different transmission ratios constructed in the gear transmission mechanism, different meshing gear sets are formed on the transition shaft, and the first input gear 41 and the second input gear 42 are respectively connected with the output gear 43 through adaptive gears arranged on the transition shaft, so that the control mechanism outputs the steering and output rotational speeds (torques). Theoretically, the number of the transition shafts is not limited to 2i +1, i is an integer greater than or equal to 0, and the transition shafts can be selected according to the overall design requirements and adaptive working conditions.
As shown in the drawing, a first gear 44 meshing with the first input gear 41, a second gear 45 meshing with the second input gear 42, and an output gear 43 are arranged in this order on the transition shaft. Specifically, the first gear 44 can be in power connection with the second gear 45 through the clutch C1, and the conventional mode forward gear, the high-speed pure electric mode, the common drive mode, the driving charging mode and the parking charging mode are realized in cooperation.
For the high-speed pure electric mode and the low-speed pure electric mode, the transmission ratios on the respective transmission paths are specifically configured as follows: working radius of driving pulley 21/working radius of driven pulley 22 (i)2/i1)≥(i5/i6) (ii) a In the formula i1The number of teeth of the first input gear 41; i.e. i2The number of teeth of the first gear 44; i.e. i5The number of teeth of the second gear 45; i.e. i6The number of teeth of the second input gear 42.
As shown in the figure, the torsional damper 6 is dynamically connected to the output shaft end of the engine 1, namely, is arranged between the output shaft of the engine 1 and the clutch C0, so as to reduce the torsional rigidity of the output head end of the engine, avoid the excitation caused by the excitation of the main harmonic quantity of the engine torque, effectively dissipate vibration energy and improve the engagement smoothness of the clutch.
Based on the schematic diagram of the hybrid powertrain shown in fig. 1, nine basic operating modes can be formed, as shown in the following operating mode analysis table:
in the above working mode, the power path is as follows:
one, conventional mode
Forward gear: engine 1-driving pulley 21-driven pulley 22-motor 3 (not working) -second input gear 42-second gear 45-output gear 43-differential 5
Reversing gear: engine 1-first input gear 41-first gear 44-output gear 43-differential 5
Two, pure electric mode
And (3) low speed: motor 3-driven pulley 22-driving pulley 21-first input gear 41-first gear 44-output gear 43-differential 5
Low-speed pure electric mode speed ratio (variable speed ratio) ═ working radius of driving pulley 21/working radius of driven pulley 22 × (i)2/i1)*(i4/i3) In the formula, i4The number of teeth of the input gear of the differential 5; i.e. i3Number of teeth of output gear 43
High speed: electric machine 3-second input gear 42-second gear 45-output gear 43-differential 5
High-speed pure electric mode speed ratio (i)5/i6)*(i4/i3)
Three, common drive mode
Engine 1-driving pulley 21-driven pulley 22-motor 3 (working drive) -second input gear 42-second gear 45-output gear 43-differential 5
Fourth, charging mode
Charging in a running mode: engine 1-driving pulley 21-driven pulley 22-motor 3 (generating electricity) -second input gear 42-second gear 45-output gear 43-differential 5
Parking charging: engine 1-driving belt wheel 21-driven belt wheel 22-motor 3 (generating electricity)
Fifth, energy recovery mode
Energy recovery 1: wheel-differential 5-output gear 43-second gear 45-second input gear 42-motor 3 (generating)
Energy recovery 2: wheel-differential 5-output gear 43-first gear 44-first input gear 41-driving pulley 21-driven pulley 22-motor 3 (generating)
In addition to the aforementioned hybrid drive train system, the present embodiment provides a hybrid vehicle that employs the hybrid drive train system as described above. The functions of the chassis, the body, the electrical equipment and the like of the vehicle can be realized by adopting the prior art, which is not the core invention point of the application and is not described again.
It should be noted that the above-mentioned embodiment is not limited to the gear transmission mechanism shown in fig. 1, for example, the specific installation position of the clutch C1 may be changed and adjusted to be between the first input gear 41 and the driving pulley 21, and the first input gear 41 is connected to the driving pulley of the CVT pulley mechanism by the clutch C1. It should be understood that the core concept is consistent with the present disclosure as long as a driving motor is added based on the CVT pulley mechanism and the clutch and the corresponding gear transmission mechanism are used to implement different operation modes.
The foregoing is only a preferred embodiment of the present invention, and it should be noted that it is obvious to those skilled in the art that various modifications and improvements can be made without departing from the principle of the present invention, and these modifications and improvements should also be considered as the protection scope of the present invention.
Claims (10)
1. A CVT-based hybrid transmission system including an engine and a CVT pulley mechanism, a drive pulley of the CVT pulley mechanism being powerably connectable to an output shaft of the engine by a clutch; it is characterized by also comprising:
the first input gear of the gear transmission mechanism can be in power connection with the driving belt wheel, and the output gear of the gear transmission mechanism is in power connection with the input end of the differential mechanism;
and the motor is arranged between the CVT belt wheel mechanism and the gear transmission mechanism, one end of a motor shaft of the motor shaft can be in power connection with the driven belt wheel of the CVT belt wheel mechanism through the clutch, and the other end of the motor shaft can be in power connection with the second input gear of the gear transmission mechanism.
2. Hybrid powertrain according to claim 1, characterised in that the electric machine is embodied as a current-collecting and generator-integrated electric machine.
3. A hybrid powertrain system as in claim 1 or 2, wherein the other end of the motor shaft is power connectable to the second input gear of the gear transmission through a clutch.
4. A hybrid powertrain system according to claim 3, wherein the gear train includes a transition shaft, the first and second input gears respectively establishing a power connection with the output gear through an adapter gear provided on the transition shaft; the number of the transition shafts is 2i +1, and i is an integer greater than or equal to 0.
5. A hybrid powertrain system according to claim 4, wherein the transition shaft is one, and a first gear engaged with the first input gear, a second gear engaged with the second input gear, and the output gear are disposed thereon in this order.
6. A hybrid powertrain system as in claim 5, wherein the first gear is powerfully connectable to the second gear by a clutch.
7. A hybrid powertrain system as recited in claim 5, wherein the first input gear is powerfully connectable with a drive pulley of the CVT pulley mechanism by a clutch.
8. The hybrid powertrain system of claim 5, further configured to: working radius of the driving pulley/working radius of the driven pulley (i)2/i1)≥(i5/i6) (ii) a In the formula (I), the compound is shown in the specification,
i1-the number of teeth of the first input gear;
i2-the number of teeth of the first gear;
i5-the number of teeth of the second gear;
i6-the number of teeth of the second input gear.
9. The hybrid powertrain system of claim 1, further comprising:
and the torsional damper is in power connection with the output shaft end of the engine.
10. A hybrid vehicle, characterized in that the CVT-based hybrid transmission system according to any one of claims 1 to 9 is employed.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810943011.1A CN110834533A (en) | 2018-08-17 | 2018-08-17 | CVT-based hybrid power transmission system and hybrid power vehicle with same |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810943011.1A CN110834533A (en) | 2018-08-17 | 2018-08-17 | CVT-based hybrid power transmission system and hybrid power vehicle with same |
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| Publication Number | Publication Date |
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| CN110834533A true CN110834533A (en) | 2020-02-25 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201810943011.1A Pending CN110834533A (en) | 2018-08-17 | 2018-08-17 | CVT-based hybrid power transmission system and hybrid power vehicle with same |
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Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20030092529A1 (en) * | 2001-11-14 | 2003-05-15 | Huan-Lung Gu | Hybrid power system with continously variable speed |
| JP2009107426A (en) * | 2007-10-29 | 2009-05-21 | Toyota Central R&D Labs Inc | Power transmission system |
| JP2012056366A (en) * | 2010-09-06 | 2012-03-22 | Nissan Motor Co Ltd | Hybrid vehicle control device |
| CN103640464A (en) * | 2013-11-18 | 2014-03-19 | 浙江吉利控股集团有限公司 | Power-driven system of hybrid electric vehicle |
| CN105383278A (en) * | 2014-08-20 | 2016-03-09 | 通用汽车环球科技运作有限责任公司 | Powertrain with engine starting and regenerative braking modes |
| CN107627832A (en) * | 2017-09-08 | 2018-01-26 | 重庆大学 | Reverse-flow type power coupling transmission system |
-
2018
- 2018-08-17 CN CN201810943011.1A patent/CN110834533A/en active Pending
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20030092529A1 (en) * | 2001-11-14 | 2003-05-15 | Huan-Lung Gu | Hybrid power system with continously variable speed |
| JP2009107426A (en) * | 2007-10-29 | 2009-05-21 | Toyota Central R&D Labs Inc | Power transmission system |
| JP2012056366A (en) * | 2010-09-06 | 2012-03-22 | Nissan Motor Co Ltd | Hybrid vehicle control device |
| CN103640464A (en) * | 2013-11-18 | 2014-03-19 | 浙江吉利控股集团有限公司 | Power-driven system of hybrid electric vehicle |
| CN105383278A (en) * | 2014-08-20 | 2016-03-09 | 通用汽车环球科技运作有限责任公司 | Powertrain with engine starting and regenerative braking modes |
| CN107627832A (en) * | 2017-09-08 | 2018-01-26 | 重庆大学 | Reverse-flow type power coupling transmission system |
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Application publication date: 20200225 |