CN111071026A - Dual-motor hybrid power driving system - Google Patents
Dual-motor hybrid power driving system Download PDFInfo
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- CN111071026A CN111071026A CN202010005418.7A CN202010005418A CN111071026A CN 111071026 A CN111071026 A CN 111071026A CN 202010005418 A CN202010005418 A CN 202010005418A CN 111071026 A CN111071026 A CN 111071026A
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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
- B60K6/26—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
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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
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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
- B60K6/42—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
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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
- B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Power Engineering (AREA)
- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention provides a double-motor hybrid power driving system which comprises an engine, a clutch, a first motor, a second motor, a first speed reducing mechanism, a second speed reducing mechanism, a first-gear driving gear, a first-gear driven gear, a second-gear synchronizer, an input shaft, an output shaft, a differential driving gear, a differential, a first inverter, a second inverter, a battery, a wire harness and a parking system. The invention can adopt working condition modes such as two types of engine direct drive, two types of pure electric parallel drive, engine electric drive parallel drive and the like to improve the fuel economy.
Description
Technical Field
The invention belongs to the technical field of hybrid power, and particularly relates to a dual-motor hybrid power driving system.
Background
The world faces two challenges of energy shortage and environmental deterioration, wherein the traditional fuel oil vehicle is also seriously influenced by oil crisis and environmental deterioration, so that energy conservation and emission reduction gradually become the focus of the automobile industry. The existing hybrid electric vehicle can improve the fuel economy of the vehicle through various ways, such as the engine is shut down during idling, deceleration or braking to drive in an electric-only driving mode, or the torque or power of the engine is supplemented in a hybrid driving mode, and finally the goals of reducing the oil consumption and the emission are achieved.
However, most of the existing hybrid power driving systems are only the deformation of the traditional multi-gear transmission, and have the problems of complex structure, redundant gears, long assembly, difficult arrangement and the like; moreover, most of dual-motor hybrid power driving systems are only provided with one pure electric driving gear, so that the oil saving effect is still poor.
Disclosure of Invention
In view of the above prior art, the technical problem to be solved by the present invention is to provide a dual-motor hybrid power driving system with a reasonable structure and a better energy saving effect.
In order to solve the technical problems, the invention provides a dual-motor hybrid power driving system which comprises an engine, a shock absorber, a clutch, a first motor, a second motor, a first speed reducing mechanism, a second speed reducing mechanism, a first-gear driving gear, a first-gear driven gear, a second-gear synchronizer, an input shaft, an output shaft, a differential driving gear, a differential, a first inverter, a second inverter, a battery, a wire harness and a parking system, wherein the first inverter and the second inverter can be connected through the wire harness and can be connected with the battery through the wire harness; one end of the input shaft can be connected with an engine through a clutch and a shock absorber, and a first-gear driving gear is further mounted on the input shaft; the parking device is characterized in that a first-gear driven gear, a second-gear driven gear, a first-gear synchronizer and a second-gear synchronizer are further mounted on the output shaft, the first-gear synchronizer and the second-gear synchronizer can be connected with the first-gear driven gear or the second-gear driven gear, the differential mechanism driving gear can be in meshing transmission with the differential mechanism, the first-gear driven gear can be in meshing transmission with the first-gear driving gear, the second-gear driven gear can be in meshing transmission with the first speed reduction mechanism, and the output shaft can be in transmission connection with the parking system.
Furthermore, the first speed reducing mechanism comprises a first motor driving shaft connected with the first motor, a first motor driving gear installed on the first motor driving shaft, and a second-gear driving gear installed on the input shaft and in meshing transmission with the first motor driving gear, wherein the second-gear driving gear can be in meshing driving with the second-gear driven gear.
Furthermore, the clutch is arranged on the same side of the first-gear driving gear and the second-gear driving gear.
Furthermore, the second speed reducing mechanism comprises a second motor driving shaft connected with the second motor, a second motor driving gear arranged on the second motor driving shaft, a second motor idle gear assembly in meshing transmission with the second motor driving gear, and a second motor driven gear arranged on the output shaft and in meshing transmission with the second motor idle gear assembly.
Compared with the prior art, the invention has the beneficial effects that:
1. two pure electric independent driving gears and two pure electric parallel driving gears with different speed ratios are arranged, so that the pure electric driving efficiency is higher, and the application range is wider; meanwhile, pure electric drive is adopted under the working conditions that the vehicle is frequently started and stopped and the vehicle speed is low, so that the engine can be prevented from working in a high-oil-consumption area.
2. Under the working condition of medium speed, when the efficiency of the pure electric drive system is higher than that of the engine first-gear drive system, the comprehensive efficiency of the system can be the lowest through the electric drive first-gear series drive or the electric drive second-gear series drive; when the efficiency of the pure electric drive system is lower than that of the engine first-gear drive system, the pure electric drive system is independently driven by the engine first-gear, so that the comprehensive efficiency of the system is lowest and the efficiency loss in the conversion process of mechanical energy-electric energy-mechanical energy can be avoided; when stronger power needs to be output, the engine first gear and the electric drive second gear can be driven in parallel.
3. When the road resistance is small and the engine works in a low-torque state, the efficiency of the engine is low, the engine is adjusted to a high-efficiency interval by increasing the torque of the engine, so that one part of the torque of the engine can be distributed to the first motor to charge the first motor, and the other part of the torque is used for maintaining the running of the whole vehicle, and the comprehensive efficiency of the system of the whole vehicle is improved.
4. Under the high-speed working condition, the efficiency of the engine is higher, and the engine is independently driven by the second gear of the engine, so that the efficiency loss in the conversion process of mechanical energy, electric energy and mechanical energy can be avoided, and the comprehensive efficiency of the system of the whole vehicle is improved.
5. The electrically-driven second gear is fixedly connected with the wheels, so that braking energy recovery can be realized under all deceleration working conditions, no gear shifting action is generated in the braking energy recovery process, and the recovery efficiency is high; meanwhile, two pure electric driving gears are arranged to recover the braking energy, so that the lower limit of the vehicle speed for recovering the braking energy is lower, and the system is more suitable for the traffic condition of a large city. .
Drawings
Fig. 1 is a schematic view of the overall structure of a dual-motor hybrid power driving system according to the present invention.
Fig. 2 is a power transmission path diagram during the parking charging in fig. 1.
Fig. 3 is a power transmission path diagram when the motor in fig. 1 cold-starts the engine.
Fig. 4 is a power transmission path diagram of the electric-drive first-gear pure electric drive in fig. 1.
Fig. 5 is a power transmission path diagram of the parallel driving of the first gear and the second gear of the electric drive in fig. 1.
Fig. 6 is a power transmission path diagram in the electric drive first gear and the braking energy recovery in fig. 1.
Fig. 7 is a power transmission path diagram of the engine of fig. 1 electrically driven to start first gear.
Fig. 8 is a power transmission path diagram in the case of the first-gear independent drive of the engine in fig. 1.
Fig. 9 is a power transmission path diagram of the engine of fig. 1 driven in first gear and simultaneously supplied with electric power.
Fig. 10 is a power transmission path diagram of the engine in the first gear and the electric drive in the second gear in fig. 1.
Fig. 11 is a power transmission path diagram during the electric drive, second gear and pure electric drive in fig. 1.
Fig. 12 is a power transmission path diagram for the electric drive second-speed series drive of fig. 1.
Fig. 13 is a power transmission path diagram of the electric drive second gear and the electric drive third gear in fig. 1 driven in parallel.
Fig. 14 is a power transmission path diagram of the electric drive second gear engine of fig. 1.
Fig. 15 is a power transmission path diagram in the electric drive second gear and the braking energy recovery in fig. 1.
Fig. 16 is a power transmission path diagram in the case of the second gear independent drive of the engine in fig. 1.
Fig. 17 is a power transmission path diagram when the engine of fig. 1 is driven in the second gear and electric energy is supplied.
Fig. 18 is a power transmission path diagram in the parallel driving of the second gear of the engine and the second gear of the electric drive in fig. 1.
Fig. 19 is a power transmission path diagram for starting the engine during the electric-drive third gear and the electric-drive second gear in fig. 1.
Fig. 20 is a power transmission path diagram when the R range is electrically driven in fig. 1.
Fig. 21 is a power transmission path diagram in the case of the electrically driven R range series drive in fig. 1.
Fig. 22 is a power transmission path diagram in the parking P range in fig. 1.
Fig. 23 is a schematic structural view of the implementation of the parking P range in fig. 1.
Illustration of the drawings: 210-first motor, 211-first motor drive shaft, 212-first motor drive gear, 220-second motor, 221-second motor drive shaft, 222-second motor drive gear, 230-engine, 240-first inverter, 241-first inverter battery harness, 242-inter-inverter harness, 243-first motor high voltage harness, 250-second inverter, 251-second inverter battery harness, 252-second motor high voltage harness, 260-battery, 270-damper, 101-clutch, 102-first gear drive gear, 103-input shaft, 104-second gear drive gear, 105-output shaft, 106-differential drive gear, 107-differential, 108-first gear driven gear, 109-second gear synchronizer, 110-second gear driven gear, 111-second motor driven gear, 112-parking brake gear, 113-second motor idler gear assembly, 150-duplicate gear, 151-control shaft assembly, 152-parking arm assembly.
Detailed Description
The invention will be further described with reference to the drawings and preferred embodiments.
Fig. 1 is a schematic diagram of the overall structure of a dual-motor hybrid drive system according to the present invention, which includes an engine 230, a shock absorber 270, a clutch 101, a first motor 210, a second motor 220, a first reduction mechanism, a second reduction mechanism, a first-gear driving gear 102, a first-gear driven gear 108, a second-gear driven gear 110, a second-gear synchronizer 109, a parking brake gear 112, an input shaft 103, an output shaft 105, a differential drive gear 106, a differential 107, a first inverter 240, a second inverter 250, a battery 260, a first inverter battery harness 241, an inter-inverter harness 242, a first motor high voltage harness 243, a second inverter battery harness 251, a second motor high voltage harness 252, and a parking brake gear 112, a dual gear 150, a control shaft assembly 151 and a parking arm assembly 152 in the parking system.
The first inverter 240 may be electrically connected to the battery 260 through the first inverter battery harness 241, may be electrically connected to the first motor 210 through the first motor high voltage harness 243, may be electrically connected to the second inverter 250 through the inter-inverter harness 242, and the second inverter 250 may be electrically connected to the battery 260 through the second inverter battery harness 251, and may be electrically connected to the second motor 220 through the second motor high voltage harness 252.
The power output end of the engine 230 is connected with a damper 270 in a transmission manner, and the power output end of the damper 270 can be connected with the driving disk of the clutch 101 in a transmission manner, while the driven disk of the clutch 101 can be connected with the input shaft 103 in a transmission manner.
The first motor 210 may be connected to the input shaft 103 through a first reduction mechanism. Specifically, the first speed reducing mechanism includes a first motor driving shaft 211 connected to the first motor 210, a first motor driving gear 212 fixedly mounted on the first motor driving shaft 211, and a second gear driving gear 104 fixedly mounted on the input shaft 103, wherein the second gear driving gear 104 is in meshing transmission with the first motor driving gear 212, and the second gear driving gear 104 is disposed at an end far from the engine 230. A first gear drive gear 102 is also fixedly mounted on the input shaft 103, and the first gear drive gear 102 is disposed between the clutch 101 and a second gear drive gear 104.
The second motor 220 may be connected to the output shaft 105 through a second reduction mechanism. Specifically, the second speed reducing mechanism includes a second motor driving shaft 221 connected to the second motor 220, a second motor driving gear 222 fixedly mounted on the second motor driving shaft 221, a second motor idler gear assembly 112 in meshing transmission with the second motor driving gear 222, and a second motor driven gear 111 fixedly mounted on the output shaft 105, wherein the second motor driven gear 111 can be in meshing transmission with the second motor driving gear 222.
The output shaft 105 is further sleeved with a first-gear driven gear 108 and a second-gear driven gear 110 through bearings, and a second-gear synchronizer 109, a parking brake gear 112 and a differential drive gear 106 are fixedly mounted on the output shaft 105, wherein the first-gear synchronizer 109 can be engaged with the first-gear driven gear 108 or the second-gear driven gear 110 to realize engagement transmission, the first-gear driven gear 108 can be engaged with the first-gear drive gear 102 to realize engagement transmission, the second-gear driven gear 110 can be engaged with the second-gear drive gear 104 to realize engagement transmission, the differential drive gear 106 can be engaged with a main reduction gear in the differential 107 to realize engagement transmission, and the parking brake gear 112 can realize the purpose of parking in gear or disengagement by controlling the rotating angle of a duplicate gear 150 in a parking system.
Fig. 2 to fig. 22 are power transmission path diagrams of a dual-motor hybrid driving system according to the present invention under various main operating conditions, and to better illustrate the working principle of the present invention under various main operating conditions, the following table lists the working states of the clutch 101, the first-gear synchronizer 109, the engine 230, the first motor 210, and the second motor 220 under various main operating conditions, specifically as follows:
fig. 2 shows a power transmission path diagram of the parking charging mode, that is, when the vehicle is parked and the battery 260 is low in charge, the parking charging mode may be selected, in which the clutch 101 is engaged, the first and second synchronizers 109 are in the neutral position, the engine 230 is driven, the first electric machine 210 is in the power generation state, and the second electric machine 220 is in the free state. Under the parking charging working condition mode, the engine 230 is in an economic rotating speed range, so that the fuel economy and the NVH characteristic can be considered; meanwhile, the ac power generated by the first motor 210 may be converted into dc power by the first inverter 240 and stored in the battery 260, and when the charging amount reaches a certain ratio, the charging amount may be switched to other operating modes as needed.
Fig. 3 shows a power transmission path diagram of the engine cold start condition of the motor, that is, when the engine 230 needs to be cold started in a stop state, the engine cold start condition mode can be selected, in which the first motor 210 is in a driving state, the second motor 220 is in a free state, the clutch 101 is in an engaged state, the first and second synchronizers 109 are in a neutral position, and the engine 230 is started. Under the working condition mode of the motor cold start engine, the problems of vehicle comfort such as sudden impact of power and the like can not be generated; meanwhile, the number of the starters for starting the engine is reduced, so that the number of the components of the whole vehicle is further reduced.
Fig. 4 is a power transmission path diagram of the electric drive first-gear pure electric drive operating condition, that is, when the vehicle speed is low, the electric drive first-gear pure electric drive operating condition mode may be selected, and at this time, the first electric machine 210 is in a drive state, the second electric machine 220 is in a free state, the clutch 101 is in a separation state, the second gear synchronizer 109 is in a first gear position, and the engine 230 is in a shutdown state. Under the electric drive first-gear pure electric drive working condition mode, the electric drive first gear has a speed ratio which can meet the requirements of climbing and other torques and is larger, so that the electric drive first gear can cover the working condition of low vehicle speed, and the system efficiency can be kept at a higher level; meanwhile, when the battery 260 is low in capacity, the mode can be switched to the electrically-driven first-gear series operating mode according to requirements.
Fig. 5 shows a power transmission path diagram for the parallel driving operation of the first gear and the second gear, that is, when the battery 260 is charged sufficiently and the vehicle needs a large torque, the parallel driving operation mode of the first gear and the second gear can be selected, and the first electric machine 210 and the second electric machine 220 are both in the driving state, the clutch 101 is in the disengaged state, the engine 230 is in the off state, and the first gear and the second gear synchronizer 109 is in the first gear position. Under the working condition mode that the electrically-driven first gear and the electrically-driven second gear are connected in parallel, the vehicle can meet the requirements of climbing and the like on larger torque; meanwhile, when the battery 260 is low in capacity, the mode can be switched to the electrically-driven first-gear series operating mode according to requirements.
Fig. 6 shows a power transmission path diagram under the electric-drive first-gear and braking-energy-recovery operating condition, that is, when the vehicle runs in the electric-drive first-gear and encounters deceleration or long-slope conditions, the electric-drive first-gear and braking-energy-recovery operating mode can be selected to convert mechanical energy into electric energy to be stored in the battery 260, at this time, the second electric machine 220 is in a free state, the engine 230 is in a closed state, the clutch 101 is in a disengaged state, the second-gear synchronizer 109 is still in the first-gear position, and the first electric machine 210 is switched from the driving state to the power generation state. Under the electric drive first gear and braking energy recovery working condition mode, the alternating current generated by the first motor 210 can be converted into direct current by the first inverter 240 and then stored in the battery 260; meanwhile, the first motor 210 can be in a high-efficiency working range due to the fact that the first electrically-driven gear is low in speed and has a large speed ratio, system efficiency is kept at a high level, and meanwhile the first electrically-driven gear is wide in speed range for recovering effective braking energy and high in recovery efficiency.
Fig. 7 shows a power transmission path diagram of an engine operating condition of the electric drive first gear start, that is, when the vehicle runs in the electric drive first gear and the engine needs to be started simultaneously, the electric drive first gear start engine operating mode can be selected, wherein the first electric machine 210 is in a driving state, the second electric machine 220 is in a free state, the first gear position of the second gear synchronizer 109 is kept unchanged, the clutch 101 is in an engaged state, and the engine 230 is started. Under the working condition mode of the electrically-driven first-gear starting engine, the vehicle does not need to be stopped or switched to other gears, so that the comfort of the vehicle is not deteriorated, and the problem of power interruption is avoided.
Fig. 8 is a power transmission path diagram of the first-gear independent driving condition of the engine, that is, when the vehicle runs at a medium speed, the first-gear independent driving condition mode of the engine can be selected as required, at this time, the engine 230 is in a driving state, the clutch 101 is in an engaged state, the first electric machine 210 and the second electric machine 220 are both in a free state, and the second synchronizer 109 is in a first-gear position. Under the working condition mode of the first-gear independent driving of the engine, the efficiency of the system can be kept at a higher level because the engine 230 is in a region with higher oil consumption efficiency.
Fig. 9 is a diagram of power transmission paths during the first gear driving of the engine and the electric energy supplement operation, that is, when the engine is driven in the first gear and the power of the engine is surplus, the first gear driving of the engine and the electric energy supplement operation mode can be selected, and at this time, the engine 230 is in a driving state, the clutch 101 is in an engaged state, the first electric machine 210 is in an electric generation state, the second electric machine 220 is in a free state, and the second gear synchronizer 109 is still in the first gear position. Under the working condition mode of the engine driving in the first gear and simultaneously supplying electric energy, the alternating current generated by the first electric machine 210 can be converted into direct current by the first inverter 240 and then stored in the battery 260.
Fig. 10 shows a power transmission path diagram of the engine first gear and the electric drive second gear under the parallel driving condition, that is, when the engine first gear independent drive or the electric drive second gear pure electric independent drive cannot meet the driving power requirement of the whole vehicle, the engine first gear and the electric drive second gear parallel driving condition mode may be selected, and at this time, the engine 230 is in a driving state, the clutch is in a 101 engagement state, the second gear synchronizer 109 is in a first gear position unchanged, the second motor 220 is in a driving state, and the first motor 210 is in a free state. Under the working condition mode of parallel driving of the first gear of the engine and the second gear of the electric driving, the total output torque can be increased by simultaneously driving the engine 230 and the second motor 220, so that the requirements of climbing, dynamic property and the like can be better met.
Fig. 11 is a power transmission path diagram of the electric drive second-gear pure electric drive operating mode, that is, when the vehicle is running at a medium speed and the battery power is sufficient, the electric drive second-gear pure electric drive operating mode can be selected according to the vehicle speed, and at this time, the clutch 101 is in a disengaged state, the first and second synchronizers 109 are in a neutral position, the engine 230 is in an off state, the first electric machine 210 is in a free state, and the second electric machine 220 is in a drive state. Under the electric drive second-gear pure electric drive working condition mode, because the speed ratio of the electric drive second gear is smaller than that of the electric drive first gear, the electric drive first-gear pure electric drive working condition mode is switched to the electric drive second-gear pure electric drive working condition mode, so that the motor is still in a high-efficiency interval, and the system efficiency is still at a higher level; meanwhile, when the battery 260 is insufficient, the electric driving mode can be switched to the electric driving second-gear series driving working condition mode according to the requirement.
Fig. 12 shows a power transmission path diagram of the electric drive second-gear series driving condition, that is, when the battery capacity is insufficient, the electric drive second-gear series driving condition mode can be selected to start, and the engine 230 is in a driving state, the clutch 101 is in an engaged state, the first and second synchronizers 109 are still in a neutral position, the first electric machine 210 is in a power generation state, and the second electric machine 220 is in a driving state. In this electric drive second-gear series operating mode, the ac power generated by the first electric machine 210 can be directly transferred to the second electric machine 220 without passing through the first inverter 240 and the battery 260, thereby reducing power loss during the energy conversion transfer process.
Fig. 13 shows a power transmission path diagram for the parallel driving operation of the second gear and the third gear, that is, when the vehicle speed is high and the battery capacity is sufficient, and the pure electric independent driving of the second gear and the third gear cannot provide enough torque, the parallel driving operation mode of the second gear and the third gear can be selected, at this time, the engine 230 is in the off state, the clutch 101 is in the disengaged state, the first motor 210 and the second motor 220 are both in the driving state, and the second synchronizer 109 is in the second gear position.
Fig. 14 shows a power transmission path diagram of the electric drive second gear starting engine operating mode, that is, when the vehicle needs to start the engine during the electric drive second gear pure electric driving, the electric drive second gear starting engine operating mode can be selected, and the first electric machine 210 is in a free state, the second electric machine 220 is in a driving state, the second gear synchronizer 109 is in a first gear or second gear position, the clutch 101 is in an engaged state, and the engine 230 is started. In this electric drive second gear engine operating mode, the process of starting the engine 230 does not create power interruption and comfort issues.
Fig. 15 is a power transmission path diagram of the electric drive second gear and the braking energy recovery condition, that is, when the system braking energy recovery condition is satisfied, the electric drive second gear and the braking energy recovery mode can be selected, at this time, the clutch 101 is in the disengaged state, the engine 230 is kept in the off state, the first motor 210 is in the free state, the second motor 220 is switched from the driving state to the power generation state, and the first and second synchronizers 109 are in the neutral position. Under the electric drive second gear and braking energy recovery working condition mode, the alternating current generated by the second motor 220 can be converted into the direct current through the second inverter 250 and then stored in the battery 260 without additional gear shifting.
Fig. 16 is a power transmission path diagram of the engine in the second gear independent driving condition, that is, when the vehicle speed is high and the electric-only driving efficiency is low and sufficient power cannot be provided, the second gear independent driving condition mode of the engine may be selected, where the engine 230 is in a driving state, the clutch 101 is in an engaged state, the first gear synchronizer 109 is in the second gear position, and the first electric machine 210 and the second electric machine 220 are both in a free state. Under the working condition mode of the two-gear independent driving of the engine, the engine is not only suitable for long-time high-speed driving of a vehicle, but also can eliminate energy consumption of an energy conversion link and reduce heating temperature rise of electric elements; meanwhile, because the speed ratio of the second gear of the engine is smaller than that of the first gear of the engine, the efficiency of the engine can be in a relatively high-efficiency range when the vehicle runs at high speed through the independent driving of the second gear of the engine, and therefore the efficiency of the system can still be kept at a high level.
Fig. 17 is a diagram of power transmission paths during the second gear driving of the engine and the simultaneous electric energy supplement operating mode, that is, when the engine is driven in the second gear and the power is surplus, the second gear driving of the engine and the simultaneous electric energy supplement operating mode can be selected, and at this time, the engine 230 is in a driving state, the clutch 101 is in an engaged state, the first gear synchronizer 109 is in the second gear position, the first electric machine 210 is in a charging state, and the second electric machine 220 is in a free state. Under the working condition mode of driving in the second gear of the engine and simultaneously supplementing electric energy, the engine 230 can store the redundant energy for driving the vehicle to run in the battery 260 through the first motor 210 and the first inverter 240, so that the energy waste can be effectively avoided.
Fig. 18 shows a power transmission path diagram of the engine second gear and the electric drive second gear in the parallel driving condition, that is, when the vehicle speed is high and the engine is driven in the second gear independently and requires a larger output torque, the engine second gear and the electric drive second gear in the parallel driving condition mode can be selected, and at this time, the engine 230 and the second electric machine 220 are both in the driving state, the clutch 101 is in the engaged state, the first electric machine 210 is in the free state, and the second gear synchronizer 109 is in the second gear position.
Fig. 19 is a power transmission path diagram for an engine start condition between the electric drive third gear and the electric drive second gear, where the first electric machine 210 is in a driving state, the second electric machine 220 is in a driving state, the second synchronizer 109 is in the second gear position, the clutch 101 is engaged, and the engine 230 is started. Under the working condition that the engine is started when the electric driving three-gear and the electric driving two-gear move forwards, the engine can be switched to other gears as required without stopping, and the problems of power interruption and comfort can not be caused in the process of starting the engine.
Fig. 20 shows a power transmission path diagram for the electric drive R-range mode, that is, when the vehicle needs to be reversed, the electric drive R-range mode can be selected, in which the engine 230 is in the off state, the clutch 101 is in the disengaged state, the first and second synchronizers 109 are in the neutral position, the second electric machine 220 is in the free state, and the first electric machine 210 is in the reverse drive state. Under the working condition mode of the electrically-driven R gear, the structure of the driving system is simpler and more compact due to the adoption of the structural form of the electrically-driven R gear.
Fig. 21 is a diagram of the power transmission path during the electric drive R-range series driving mode, that is, when the vehicle needs to reverse for a long time and the battery power is insufficient, the electric drive R-range series driving mode can be selected, in which the engine 230 is in a driving state, the clutch 101 is in an engaged state, the first electric machine 210 is in an electric generation state, the second synchronizer 109 is in a neutral position, and the second electric machine 220 is in a reverse driving state. In this electric drive R-range series drive mode, the ac power generated by the first electric machine 210 can be directly transferred to the second electric machine 220 to avoid energy waste.
Fig. 22 shows a power transmission path diagram for the parking P range, that is, when the vehicle needs to be parked for a long time, the parking P range operating mode may be selected, in which the engine 230 is in an off state, the clutch 101 is in a disengaged state, the first gear synchronizer 109 is in a neutral position, and both the first electric machine 210 and the second electric machine 220 are in a free state.
Fig. 23 is a schematic diagram of a parking P range, in which a dual gear 150 of a parking system can be connected to a power source, and by controlling the dual gear 150 of the parking system to rotate a certain angle, a control shaft assembly 151 and a parking arm assembly 152 can be controlled to achieve the purpose of gear-disengaging or gear-in.
The foregoing merely represents preferred embodiments of the invention, which are described in some detail and detail, and therefore should not be construed as limiting the scope of the invention. It should be noted that, for those skilled in the art, various changes, modifications and substitutions can be made without departing from the spirit of the present invention, and these are all within the scope of the present invention. Therefore, the protection scope of the present patent shall be subject to the appended claims.
Claims (4)
1. A double-motor hybrid power driving system comprises an engine (230), a shock absorber (270), a clutch (101), a first motor (210), a second motor (220), a first speed reducing mechanism, a second speed reducing mechanism, a first gear driving gear (102), a first gear driven gear (108), a second gear driven gear (110), a second gear synchronizer (109), an input shaft (103), an output shaft (105), a differential driving gear (106), a differential (107), a first inverter (240), a second inverter (250), a battery (260), a wiring harness and a parking system, wherein the first inverter (240) and the second inverter (250) can be connected through the wiring harness and can be connected with the battery (260) through the wiring harness, and the first inverter (240) and the second inverter (250) can be respectively connected with the first motor (210) and the second motor (220) through the wiring harness, the method is characterized in that:
the first motor (210) can be connected with the input shaft (103) through a first speed reducing mechanism, and the second motor (220) can be connected with the output shaft (105) through a second speed reducing mechanism;
one end of the clutch (101) can be in transmission connection with the input shaft (103) while the other end can be in transmission connection with the engine (230) through the shock absorber (270), and the input shaft (103) is further provided with a first-gear driving gear (102);
the parking device is characterized in that a first-gear driven gear (108), a second-gear driven gear (110), a second-gear synchronizer (109) and a differential drive gear (106) are further mounted on the output shaft (105), the first-gear synchronizer (109) can be connected with the first-gear driven gear (108) or the second-gear driven gear (110), the differential drive gear (106) can be in meshing transmission with a differential (107), the first-gear driven gear (108) can be in meshing transmission with the first-gear drive gear (102), the second-gear driven gear (110) can be in meshing transmission with a first speed reduction mechanism, and the output shaft (105) can be in transmission connection with a parking system.
2. The dual-motor hybrid drive system of claim 1, wherein: the first speed reducing mechanism comprises a first motor driving shaft (211) connected with a first motor (210), a first motor driving gear (212) installed on the first motor driving shaft (211) and a second-gear driving gear (104) installed on the input shaft (103) and in meshing transmission with the first motor driving gear (212), and the second-gear driving gear (104) can be in meshing driving with a second-gear driven gear (110).
3. The dual-motor hybrid drive system of claim 2, wherein: the clutch (101) is arranged on the same side of the first-gear driving gear (102) and the second-gear driving gear (104).
4. The dual-motor hybrid drive system of claim 1, wherein: the second speed reducing mechanism comprises a second motor driving shaft (221) connected with a second motor (220), a second motor driving gear (222) installed on the second motor driving shaft (221), a second motor idler gear assembly (113) in meshing transmission with the second motor driving gear (222), and a second motor driven gear (111) installed on the output shaft (105) and in meshing transmission with the second motor idler gear assembly (113).
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| CN202010005418.7A CN111071026A (en) | 2020-01-03 | 2020-01-03 | Dual-motor hybrid power driving system |
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| CN111469650A (en) * | 2020-05-28 | 2020-07-31 | 格特拉克（江西）传动***有限公司 | Hybrid power driving system, control method and vehicle |
| CN111469649A (en) * | 2020-05-28 | 2020-07-31 | 格特拉克（江西）传动***有限公司 | Hybrid power driving system, control method and vehicle |
| CN112193050A (en) * | 2020-10-23 | 2021-01-08 | 东风汽车集团有限公司 | Single motor transmission system |
| CN112590530A (en) * | 2020-12-04 | 2021-04-02 | 浙江吉利控股集团有限公司 | Dual-motor hybrid power driving device and vehicle with same |
| WO2023035389A1 (en) * | 2021-09-10 | 2023-03-16 | 浙江吉利控股集团有限公司 | Dual-electric-motor hybrid power system, vehicle, and drive control method and device |
| WO2023231998A1 (en) * | 2022-06-01 | 2023-12-07 | 厦门国创中心先进电驱动技术创新中心 | Variable transmission system of hybrid electric vehicle |
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Application publication date: 20200428 |