CN111251864A - Hybrid power driving system and vehicle - Google Patents

Hybrid power driving system and vehicle Download PDF

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Publication number
CN111251864A
CN111251864A CN201811456939.3A CN201811456939A CN111251864A CN 111251864 A CN111251864 A CN 111251864A CN 201811456939 A CN201811456939 A CN 201811456939A CN 111251864 A CN111251864 A CN 111251864A
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China
Prior art keywords
motor
shaft
gear
disconnection unit
housing
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Granted
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CN201811456939.3A
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Chinese (zh)
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CN111251864B (en
Inventor
廉玉波
凌和平
翟震
梅绍坤
熊雨超
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BYD Co Ltd
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BYD Co Ltd
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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
    • B60K6/24—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 combustion engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D25/00—Fluid-actuated clutches
    • F16D25/10—Clutch systems with a plurality of fluid-actuated clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D25/00—Fluid-actuated clutches
    • F16D25/08—Fluid-actuated clutches with fluid-actuated member not rotating with a clutching member
    • F16D25/082—Fluid-actuated clutches with fluid-actuated member not rotating with a clutching member the line of action of the fluid-actuated members co-inciding with the axis of rotation
    • 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
    • B60K2006/266—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 with two coaxial motors or generators
    • 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)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

The application belongs to the technical field of hybrid power, and relates to a hybrid power driving system and a vehicle, wherein the hybrid power driving system comprises an engine, an engine output shaft, a first motor, a first shaft, a second motor, a second shaft, a first connection and disconnection unit, a second connection and disconnection unit, a first transmission mechanism, a second transmission mechanism and a differential mechanism; one end of the engine output shaft is connected with the engine, the first shaft is connected with the engine output shaft through the first transmission mechanism, the first motor and the engine are arranged in parallel at intervals, and the first motor and the second motor are arranged coaxially. The utility model provides a hybrid drive system and vehicle, first motor and the parallel interval arrangement of engine have eliminated the restriction with engine matched with fitting surface, can increase the external diameter of first motor. Thus, the axial length does not need to be increased to obtain the torque and the output of the first motor, and the mountability can be improved by shortening the axial length.

Description

Hybrid power driving system and vehicle
Technical Field
The application belongs to the technical field of hybrid power, and particularly relates to a hybrid power driving system and a vehicle.
Background
According to the existing hybrid power driving system, connection and disconnection switching between each hybrid power source and a wheel can be realized, and the working mode and the gear of the hybrid power driving system can be changed.
In the technology, the engine, the starting generator and the main driving motor are coaxially arranged, the engine and the starting generator are coaxially arranged, the rotating speed of the generator is the same as that of the engine during power generation, and the power generation efficiency is low.
Disclosure of Invention
The technical problem that this application will solve is: the hybrid power driving system and the vehicle are provided aiming at the problems that an engine of the existing hybrid power driving system, an integrated starter generator and a main driving motor are coaxially arranged, the axial space is long, and the carrying performance is poor.
In order to solve the above technical problem, in one aspect, an embodiment of the present application provides a hybrid drive system, including an engine, an engine output shaft, a first motor, a first shaft, a second motor, a second shaft, a connection disconnection unit, a first transmission mechanism, a second transmission mechanism, and a differential;
one end of the engine output shaft is connected with the engine, the first shaft is connected with the engine output shaft through the first transmission mechanism, the first motor and the engine are arranged in parallel at intervals, and the first motor and the second motor are coaxially arranged;
the second transmission mechanism is connected between the second shaft and the differential;
the connection disconnection unit is provided between the first shaft and the second shaft, and selectively engages or disengages to connect or disconnect power transmission between the first shaft and the second shaft.
Optionally, the second shaft is free-sleeved on the outer circumference of the first shaft.
Optionally the first connection and disconnection unit is arranged in a space formed between a rotor assembly of the second electrical machine and the first shaft;
the second connection disconnection unit is disposed in a space formed between a rotor assembly of the first motor and the first shaft.
Optionally, the second electric machine is located axially between the first electric machine and the engine;
one end of the first shaft connected with the first transmission mechanism and the output end of the second shaft are both positioned on one side of the second motor facing the engine.
Optionally, the first motor and the second motor share the same motor housing, the motor housing includes a peripheral wall and a radially extending wall, the radially extending wall separates a space between the peripheral wall and the first shaft into a first space and a second space, the stator assembly and the rotor assembly of the first motor are accommodated in the first space, the stator assembly and the rotor assembly of the second motor are accommodated in the second space, and the stator assembly of the first motor and the stator assembly of the second motor are fixedly connected to the motor housing.
Optionally, the first connection and disconnection unit is a multi-disc clutch, and the first connection and disconnection unit includes a plurality of first friction elements fixed relative to the second shaft and rotating integrally therewith, and a plurality of second friction elements fixed relative to the first shaft and rotating integrally therewith;
a plurality of first friction elements frictionally coupled with a plurality of second friction elements and integrally rotated in an engaged position of the first connection disconnection unit to connect power transmission between the first shaft and the second shaft;
in the separated position of the first connection disconnection unit, the plurality of first friction elements are separated from the plurality of second friction elements to disconnect the power transmission between the first shaft and the second shaft.
Optionally, a first output shell is fixedly connected to an end portion of the second shaft close to the second motor, the first output shell is connected to the first friction elements of the first disconnection unit through a first output disc carrier, and the rotor assembly of the second motor is fixedly connected to the first output disc carrier, so that the second shaft, the first output shell, the first output disc carrier and the first friction elements are relatively fixed and integrally rotate; wherein the second shaft is fixedly connected with or integrally formed with the first output housing.
Optionally, the hybrid drive system further includes a first control system including a first housing and a first actuator disposed in the first housing, the first housing being fixed to a side of the radially extending wall of the motor housing close to the second motor, a rotor assembly of the second motor being rotatably supported on the first housing, and the first actuator being configured to drive the first connection disconnection unit to switch between the engaged position and the disengaged position.
Optionally, the first actuator is a hydraulic cylinder type actuator, a first cylinder is formed in the first housing, the first actuator includes a first piston slidably disposed in the first cylinder, the first control system further includes a first hydraulic fluid supply passage formed in the first housing and used for supplying hydraulic fluid into the first cylinder, a first hydraulic fluid supply passage interfacing with the first hydraulic fluid supply passage is provided in an inner portion of the radially extending wall of the motor housing, and the first hydraulic fluid supply passage is connected to an external hydraulic fluid supply device;
a first thrust bearing and a first force transmission member are arranged between the first actuator and the first connection and disconnection unit, a first upper extension part protruding towards the first connection and disconnection unit is arranged on the radial outer side of the first force transmission member, the first output shell is fixedly connected or integrally formed with a first external reaction device protruding towards the first connection and disconnection unit, and the first force transmission member can freely rotate around the first shaft;
the first thrust bearing is arranged to transfer an axial force generated by the first actuator to the first force transfer member, which is arranged to transfer the axial force at the first upper extension to the first connection disconnection unit, to separate the first friction element from the second friction element and the first friction element from the first external reaction means, or to abut the first friction element against the second friction element and the first friction element against the first external reaction means.
Optionally, the first connection disconnection unit further comprises first elastic return means which axially actuate the second friction element in order to release the frictional coupling of the first friction element with the second friction element and return the first actuator towards the disengaged position.
Optionally, the second connection and disconnection unit is a multi-disc clutch, and includes a plurality of third friction elements fixed relative to and rotating integrally with a rotor assembly of the first electric machine and a plurality of fourth friction elements fixed relative to and rotating integrally with the first shaft;
a plurality of the third friction elements and a plurality of the fourth friction elements are frictionally coupled and integrally rotated in an engaged position of the second connection disconnection unit to connect power transmission between the first shaft and the first motor;
in the disengaged position of the second connection disconnection unit, the plurality of third friction elements are separated from the plurality of fourth friction elements to disconnect the power transmission between the first shaft and the first motor.
Optionally, a second output shell is disposed on a side of the second disconnection unit away from the second motor, the second output shell is connected to the third friction elements of the second disconnection unit through a second output disc carrier, and the rotor assembly of the first motor is fixedly connected to the second output disc carrier, so that the second output shell, the second output disc carrier and the third friction elements are relatively fixed and integrally rotate.
Optionally, the hybrid drive system further includes a second control system including a second housing and a second actuator disposed in the second housing, the second housing being fixed to a side of the radially extending wall of the motor housing close to the first motor, the rotor assembly of the first motor being rotatably supported on the second housing, and the second actuator being configured to drive the second disconnecting unit to switch between the engaged position and the disengaged position.
Optionally, the second actuator is a hydraulic cylinder type actuator, a second cylinder is formed in the second housing, the second actuator includes a second piston slidably disposed in the second cylinder, the second control system further includes a second hydraulic fluid supply passage formed in the second housing and used for supplying hydraulic fluid into the second cylinder, a second hydraulic fluid supply passage abutting against the second hydraulic fluid supply passage is provided in the inner portion of the radially extending wall of the motor housing, and the second hydraulic fluid supply passage is connected to an external hydraulic fluid supply device;
a second thrust bearing and a second force transmission member are arranged between the second actuator and the second disconnection unit, a second upper extension part protruding towards the second disconnection unit is arranged on the radial outer side of the second force transmission member, the second output shell is fixedly connected or integrally formed with a second external reaction device protruding towards the second disconnection unit, and the second force transmission member can freely rotate around the first shaft;
the second thrust bearing is arranged to transfer an axial force generated by the second actuator to the second force transfer member, the second force transfer member being arranged to transfer the axial force at the second upper extension to the second disconnection unit to separate the third friction element from a fourth friction element and the third friction element from a second external reaction means, or to abut the third friction element against a fourth friction element and the third friction element against the second external reaction means.
Optionally, the second connection disconnection unit further comprises second elastic return means which axially actuate the fourth friction element in order to release the frictional coupling of the third friction element with the fourth friction element and return the second actuator towards the disconnected position.
Optionally, the first transmission mechanism includes a first gear and a second gear that are engaged, the first gear is fixed to the engine output shaft, and the second gear is fixed to the first shaft.
Optionally, the second transmission mechanism includes a second motor input gear, an intermediate gear, a second transmission mechanism output shaft, a main reduction driving gear and a main reduction driven gear, the second motor input gear is fixed on the second shaft, the intermediate gear and the main reduction driving gear are fixed on the second transmission mechanism output shaft, the main reduction driven gear is arranged on the differential, the second motor input gear is engaged with the intermediate gear, and the main reduction driving gear is engaged with the main reduction driven gear; in the alternative, the first and second sets of the first,
the second transmission mechanism comprises a second motor first gear input gear, a second motor second gear input gear, a first intermediate gear, a second transmission mechanism output shaft, a synchronizer, a main reduction driving gear and a main reduction driven gear, the second motor first gear input gear and the second motor second gear input gear are freely sleeved on the second shaft, the first intermediate gear, the second intermediate gear and the main reduction driving gear are fixed on the second transmission mechanism output shaft, the main reduction driven gear is arranged on the differential mechanism, the second motor first gear input gear is meshed with the first intermediate gear, the second motor second gear input gear is meshed with the second intermediate gear, and the main reduction driving gear is meshed with the main reduction driven gear; the synchronizer is arranged on the second shaft and is positioned between the first motor first gear input gear and the second motor second gear input gear, and the synchronizer selectively engages or disengages the second motor first gear input gear and the second motor second gear input gear; in the alternative, the first and second sets of the first,
the second transmission mechanism comprises a second motor first gear input gear, a second motor second gear input gear, a first intermediate gear, a second transmission mechanism output shaft, a synchronizer, a main reduction driving gear and a main reduction driven gear, the second motor first gear input gear and the second motor second gear input gear are fixed on the second shaft, the first intermediate gear and the second intermediate gear are freely sleeved on the second transmission mechanism output shaft, the main reduction driving gear is fixed on the second transmission mechanism output shaft, the main reduction driven gear is arranged on the differential mechanism, the second motor first gear input gear is meshed with the first intermediate gear, the second motor second gear input gear is meshed with the second intermediate gear, and the main reduction driving gear is meshed with the main reduction driven gear; the synchronizer is disposed on the second transmission output shaft between the first and second intermediate gears, the synchronizer selectively engaging or disengaging the first and second intermediate gears.
On the other hand, the embodiment of the application also provides a vehicle which comprises the hybrid power driving system.
The hybrid power driving system and the vehicle provided by the embodiment of the application have the advantages that the first motor and the engine are arranged in parallel at intervals, the restriction of a matching surface matched with the engine is eliminated, and the outer diameter of the first motor can be increased. Thus, the axial length does not need to be increased to obtain the torque and the output of the first motor, and the mountability can be improved by shortening the axial length. Further, since the engine is connected to the first motor via the first transmission mechanism, the speed ratio between the engine and the first motor can be freely set, and the engine and the first motor can be matched in a high efficiency region when used as a generator, thereby improving the power generation efficiency. Further, since the first motor and the second motor are disposed on the same axis (coaxially disposed), the structure of the side surface can be reduced, and the mountability can be improved. The system adopts the combination of the first connection and disconnection unit and the second connection and disconnection unit, and can realize more working modes. In addition, the second connection disconnection unit may be disconnected when the vehicle does not need to generate power, reducing drag torque. In addition, two disconnection unit and first motor, second motor integration reduce the axial space of system, make system's structure compacter.
Drawings
FIG. 1 is a block diagram of a hybrid drive system according to a first embodiment of the present application;
fig. 2 is a schematic view of an integrated structure formed by a first motor, a second motor, a first connection and disconnection unit and a second connection and disconnection unit in a hybrid drive system according to a first embodiment of the present application;
FIG. 3 is a block diagram of a hybrid drive system provided in accordance with a second embodiment of the present application;
FIG. 4 is a block diagram of a hybrid drive system provided in accordance with a third embodiment of the present application;
fig. 5 is a frame diagram of a vehicle according to an embodiment of the present application.
The reference numerals in the specification are as follows:
1000. a vehicle;
100. a hybrid drive system;
1. an engine; 2. a first motor; 201. a rotor assembly of a first electric machine; 202. a stator assembly of a first electrical machine; 3. a second motor; 301. a rotor assembly of a second electric machine; 302. a stator assembly of a second electrical machine; 4a, a first connection disconnection unit; 401a, a first friction element; 402a, a second friction element; 4b, a second connection disconnection unit; 401b, a third friction element; 402b, a fourth friction element; 5. an engine output shaft; 6. a first shaft; 7. a second shaft; 8. a differential mechanism; 9a, a first control system; 901a, a first shell; 902a, a first actuator; 903a, a first cylinder; 904a, a first piston; 905a, a first hydraulic fluid supply passage; 906a, a first hydraulic fluid supply flow passage; 9b, a second control system; 901b, a second housing; 902b, a second actuator; 903b and a second cylinder; 904b, a second piston; 905b, a second hydraulic fluid supply passage; 906b, a second hydraulic fluid supply flow passage; 10. a first gear; 11. a second gear; 12. a second motor input gear; 13. an intermediate gear; 14. a second transmission mechanism output shaft; 15. a main reduction driving gear; 16. a driving reduction driven gear; 17a, a first output housing; 17b, a second output housing; 18a, a first output tray carrier; 18b, a second output tray carrier; 19a, a stopper; 19b, a stopper; 20. a motor housing; 2001. an outer peripheral wall; 2002. a radially extending wall; 21a, a first input tray carrier; 2101a, a first axial extension; 21b, a second input tray carrier; 2101b, a second axial extension; 22a, a first input hub; 22b, a second input hub; 23a, a stopper; 23b, a stopper; 24a, a fixing device; 24b, a fixing device; 25a, a first bearing surface; 25b, a second bearing surface; 26a, a first thrust bearing; 26b, a second thrust bearing; 27a, a first force transmitting member; 2701a, first upper extension; 27b, a second force transmitting member; 2701b, second upper extension; 28a, a first external reaction device; 28b, a second external reaction device; 29a, a bearing; 29b, a bearing; 30a, a first sealing element; 30b, a second sealing element; 32. a rear end cap; 33. a bearing; 34. a bearing; 35. a first gear input gear of a second motor; 36. a second motor second gear input gear; 37. a first intermediate gear; 38. a second intermediate gear; 39. a synchronizer.
Detailed Description
In order to make the technical problems, technical solutions and advantageous effects solved by the present application more clearly apparent, the present application is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present application and are not intended to limit the present application.
Hybrid powertrain systems may improve vehicle fuel economy in a number of ways. For example, the engine may be turned off during idle, deceleration, or braking, and travel in an electric-only drive mode to eliminate efficiency losses due to engine drag. Additionally, energy stored in the power battery, generated by regenerative braking or generated by the electric machine during engine operation, may be utilized in an electric-only drive mode, or to supplement the torque or power of the engine in a hybrid drive mode.
Hybrid vehicles are capable of being driven by combining at least two different powers, and most of the hybrid vehicles currently employ a gasoline-electric hybrid system including an engine powered from fuel and an electric motor driven by electric power. In order to improve the combustion efficiency of the engine to the maximum extent, hybrid power systems developed by many automobile manufacturers all adopt a dual-motor structure, namely, a generator is added besides a driving motor. Because the engine, the generator and the driving motor exist at the same time, the connection and control among the engine, the generator and the driving motor directly influence the performance of the hybrid vehicle.
The hybrid power driving system provided by the embodiment of the application comprises an engine, an engine output shaft, a first motor, a first shaft, a second motor, a second shaft, a first connection and disconnection unit, a second connection and disconnection unit, a first transmission mechanism, a second transmission mechanism and a differential mechanism; one end of the engine output shaft is connected with the engine, the first shaft is connected with the engine output shaft through the first transmission mechanism, the first motor and the engine are arranged in parallel at intervals, and the first motor and the second motor are arranged coaxially. The second transmission mechanism is connected between the second shaft and the differential. The first connection disconnection unit is provided between the first shaft and the second shaft, and the connection disconnection unit is selectively engaged or disengaged to connect or disconnect power transmission between the first shaft and the second shaft. The second connection disconnection unit is provided between the first shaft and the first motor, and selectively engages or disengages to connect or disconnect power transmission between the first shaft and the first motor.
The first and second connection disconnection units may employ clutches and similar functional elements, such as dry clutches or wet clutches.
In some embodiments, the first connection and disconnection unit is a multi-plate clutch, and the first connection and disconnection unit includes a plurality of first friction elements fixed relative to and rotating integrally with the second shaft and a plurality of second friction elements fixed relative to and rotating integrally with the first shaft. In the engaged position of the first connection disconnection unit, the plurality of first friction elements and the plurality of second friction elements are frictionally coupled and integrally rotated to connect power transmission between the first shaft and the second shaft. In the separated position of the first connection disconnection unit, the plurality of first friction elements are separated from the plurality of second friction elements to disconnect the power transmission between the first shaft and the second shaft.
In some embodiments, the second shaft is free-sleeved on the outer periphery of the first shaft.
In some embodiments, the second electric machine is axially between the first electric machine and the engine; one end of the first shaft connected with the first transmission mechanism and the output end of the second shaft are both positioned on one side of the second motor facing the engine.
In some embodiments, the first connection and disconnection unit is disposed in a space formed between a rotor assembly of the second electric machine and the first shaft. The second connection disconnection unit is disposed in a space formed between a rotor assembly of the first motor and the first shaft. That is, the first connection/disconnection unit is integrated in the second motor, and the second connection/disconnection unit is integrated in the first motor, so that the system structure is more compact.
In some embodiments, the first transmission comprises a first gear and a second gear in mesh, the first gear being fixed to the engine output shaft and the second gear being fixed to the first shaft.
In some embodiments, the first transmission mechanism may also include more than 3 gears.
In some embodiments, the first and second electric machines share the same motor housing. On one hand, the material and the cost are saved; on the other hand, the strength is better.
In some embodiments, the first and second motors each have a separate motor housing. And is easier to process and install.
The hybrid power driving system of the embodiment of the application has the advantages that the first motor and the engine are arranged in parallel at intervals, the restriction of the matching surface matched with the engine is eliminated, and the outer diameter of the first motor can be increased. Thus, the axial length does not need to be increased to obtain the torque and the output of the first motor, and the mountability can be improved by shortening the axial length. Further, since the engine is connected to the first motor via the first transmission mechanism, the speed ratio between the engine and the first motor can be freely set, and the engine and the first motor can be matched in a high efficiency region when used as a generator, thereby improving the power generation efficiency. Further, since the first motor and the second motor are disposed on the same axis (coaxially disposed), the structure of the side surface can be reduced, and the mountability can be improved. The system adopts the combination of the first connection and disconnection unit and the second connection and disconnection unit, and can realize more working modes. In addition, the second connection disconnection unit may be disconnected when the vehicle does not need to generate power, reducing drag torque. In addition, two disconnection unit and first motor, second motor integration reduce the axial space of system, make system's structure compacter.
The hybrid drive system provided by the embodiment of the present application is described in detail below with reference to fig. 1 to 4.
First embodiment
As shown in fig. 1 and 2, a hybrid drive system 100 according to a first embodiment of the present invention includes an engine 1, an engine output shaft 5, a first motor 2, a first shaft 6, a second motor 3, a second shaft 7, a first connection/disconnection unit 4a, a first connection/disconnection unit 4b, a first transmission mechanism, a second transmission mechanism, a differential 8, a first control system 9a, and a second control system 9b, where the second transmission mechanism is connected between the second shaft 7 and the differential 8.
One end of the engine output shaft 5 is connected with the engine 1, the first shaft 6 is connected with the engine output shaft 5 through the first transmission mechanism, the first motor 2 and the engine 1 are arranged in parallel at intervals (the engine output shaft 5 and the first shaft 6 are arranged in parallel at intervals), and the first motor 2 and the second motor 3 are arranged coaxially (the first shaft 6 and the second shaft 7 are on the same straight line).
The first connection and disconnection unit 4a is disposed between the first shaft 6 and the second shaft 7, and the first connection and disconnection unit 4a is selectively engaged or disengaged to connect or disconnect power transmission between the first shaft 6 and the second shaft 7.
The second connection and disconnection unit 4b is provided between the first shaft 6 and the first motor 2, and the second connection and disconnection unit 4b is selectively engaged or disengaged to connect or disconnect power transmission between the first shaft 6 and the first motor 2.
The second shaft 7 is fitted around the outer periphery of the first shaft 6. The second electric machine 3 is located between the first electric machine 2 and the engine 1 in the axial direction, and one end of the first shaft 6 connected with the first transmission mechanism and the output end of the second shaft 7 are both located on one side of the second electric machine 3 facing the engine 1. The first motor 2 and the second motor 3 are coaxially arranged, the system is compact in structure, occupied space is small, the structure of the side face is reduced, and carrying performance is improved.
The first transmission mechanism includes a first gear 10 and a second gear 11 that mesh with each other, the first gear 10 is fixed to the engine output shaft 5, and the second gear 11 is fixed to the first shaft 6. Through first drive mechanism, realize the acceleration rate transmission of engine 1 to first motor 2 during the electricity generation to this raises the generating efficiency.
The second transmission mechanism comprises a second motor input gear 12, an intermediate gear 13, a second transmission mechanism output shaft 14, a main reduction driving gear 15 and a main reduction driven gear 16, the second motor input gear 12 is fixed on the second shaft 7, the intermediate gear 13 and the main reduction driving gear 15 are fixed on the second transmission mechanism output shaft 14, the main reduction driven gear 16 is arranged on the differential mechanism 8 and rotates together with a shell of the differential mechanism 8, the second motor input gear 12 is meshed with the intermediate gear 13, and the main reduction driving gear 15 is meshed with the main reduction driven gear 16. The second transmission mechanism is in one-gear transmission, and the structure and the control are simple.
The second gear 11, the second motor input gear 12, the second motor 3 and the first motor 2 are sequentially arranged along the axial direction of the first shaft 6 in a direction away from the engine 1. The integrated structure of the first motor 2, the second motor 3, the first connection/disconnection unit 4a, and the first connection/disconnection unit 4b is located on the side of the second motor input gear 12 away from the engine 1 in the axial direction.
As shown in fig. 2, the first connection and disconnection unit 4a is disposed in a space formed between the rotor assembly 301 of the second motor 3 and the first shaft 6. The second connection and disconnection unit 4b is disposed in a space formed between the rotor assembly 201 of the first motor 2 and the first shaft 6. In this way, the first connection and disconnection unit 4a is integrated inside the rotor assembly 301 of the second motor 3, and the second connection and disconnection unit 4b is integrated inside the rotor assembly 201 of the first motor 2, so that the axial space of the system is not occupied, and the structure of the system is more compact.
The first connection/disconnection unit 4a is a multi-disc clutch, and the first connection/disconnection unit 4a includes a plurality of first friction elements 401a fixed to and rotating integrally with the second shaft 7 and a plurality of second friction elements 402a fixed to and rotating integrally with the first shaft 6. The multi-plate clutch can improve the driving comfort and agility and is beneficial to reducing the oil consumption.
One of the first friction element 401a and the second friction element 402a is a friction disk, and the other is a flange.
In the engaged position of the first connection and disconnection unit 4a, the plurality of first friction elements 401a and the plurality of second friction elements 402a are frictionally coupled and integrally rotated to connect power transmission between the first shaft 6 and the second shaft 7. In the separated position of the first connection disconnection unit 4a, the plurality of first friction elements 401a are separated from the plurality of second friction elements 402a to disconnect the power transmission between the first shaft 6 and the second shaft 7.
A first output housing 17a is fixedly connected to an end portion of the second shaft 7 close to the second motor 3, and the first output housing 17 is connected to the first friction elements 401a of the first connection disconnection unit 4a through a first output tray carrier 18a at a radially outer side of the first output housing 17a, so that the second shaft 7, the first output housing 17a, the first output tray carrier 18a, and the first friction elements 401a are relatively fixed and integrally rotate.
In the first embodiment, the second shaft 7 and the first output case 17a are preferably formed integrally.
However, in some alternative embodiments of the first embodiment, the second shaft 7 and the first output housing 17a may be fixedly connected by bolting, riveting, welding, etc.
The second shaft 7 and the first output housing 17a may be fixed by welding and/or riveting. Preferably, the first output tray carrier 18a is connected to the first output casing 17a by shape cooperation (in particular, groove type shape cooperation).
In the first embodiment, the first motor 2 and the second motor 3 share the same motor housing 20, so as to further reduce the space occupied by the first motor 2 and the second motor 3 and save parts.
The motor housing 20 includes an outer peripheral wall 2001 and a radially extending wall 2002, the radially extending wall 2002 divides a space between the outer peripheral wall 2001 and the first shaft 6 into a first space and a second space, the stator assembly 202 and the rotor assembly 201 of the first motor 2 are accommodated in the first space, and the stator assembly 302 and the rotor assembly 301 of the second motor 3 are accommodated in the second space, so as to integrate the first motor 2 and the second motor 3.
The stator assembly 202 of the first motor 2 and the stator assembly 302 of the second motor 3 are fixedly connected to the motor housing 20, and the rotor assembly 301 of the second motor 3 is fixedly connected to the first output tray carrier 18 a. The first output tray carrier 18a forms an output element of the first connection breaking unit 4 a.
The second friction element 402a is connected to the first shaft 6 through the first input disk carrier 21a so that the first shaft 6, the first input disk carrier 21a, and the plurality of second friction elements 402a are relatively fixed and integrally rotate.
A first axial extension 2101a is provided on the radially outer periphery of the first input disc carrier 21a, the first axial extension 2101a being provided with teeth that cooperate with complementary teeth on each second friction element 402a (e.g. at the radially inner periphery of each second friction element 402 a). The first input disc carrier 21a is thus fixed relative to the second friction element 402a by the tooth-to-tooth engagement and rotates integrally therewith.
The first input disc carrier 21a is connected at its radially lower end to a first input hub 22 a. The first input disc carrier 21a and the first input hub 22a are fixed together by welding or riveting. The position of the first input hub 22a is defined forwardly (toward the side of the engine 1) by a stopper 23 a. The stopper 23a may preferably be a locking ring or a snap ring. The stop 23a limits the axial displacement of the first input hub 22 a.
Said first input hub 22a is provided radially internally with axial grooves arranged to cooperate with complementary grooves positioned on the first shaft 6 to enable a unitary rotation. The first input hub 22a is supported on the first shaft 6 by splines or complementary grooves.
The first disconnecting unit 4a is controlled by the first control system 9a, the first control system 9a includes a first housing 901a and a first actuator 902a disposed in the first housing 901a, the first housing 901a is fixed to a radially extending wall 2002 of the motor housing 20, the rotor assembly 301 of the second motor 3 is rotatably supported on the first housing 901a, and the first actuator 902a is configured to drive the first disconnecting unit 4a to switch between an engaged position and a disengaged position. The first housing 901a is fixed to a radially extending wall 2002 of the motor housing 20 by a fixing means 24a (e.g., a bolt). The first housing 901a has a first bearing surface 25a at a portion thereof located toward the rear (the bearing surface 25a is preferably a flat surface), and the first bearing surface 25a is arranged to achieve bearing against a radially extending wall 2002 of the motor housing 20. Thereby, stable fitting of the first casing 901a is achieved by the first support surface 25 a.
The first actuator 902a is arranged in the second space where the second electric machine 3 is located, taking up less space than the control mechanism of other types of clutches.
The rotor assembly 301 of the second motor 3 is rotatably supported on the first housing 901a, so that the supporting structure of the rotor assembly 301 of the second motor 3 is simplified, and the integration level is improved.
Preferably, the first actuator 902a is a hydraulic cylinder type actuator, a first cylinder 903a is formed in the first housing 901a, the first actuator 902a includes a first piston 904a having a ring shape slidably disposed in the first cylinder 903a, the first control system 9a further includes a first hydraulic fluid supply passage 905a formed in the first housing 901a and configured to supply hydraulic fluid into the first cylinder 903a, a first hydraulic fluid supply passage 906a abutting against the first hydraulic fluid supply passage 905a is provided in the interior of the radially extending wall 2002 of the motor housing 20, and the first hydraulic fluid supply passage 906a is connected to an external hydraulic fluid supply device (not shown in the figure). The hydraulic fluid is a pressurized fluid, such as hydraulic oil. The first hydraulic fluid supply flow passage 906a is directly integrated inside the radially extending wall 2002 of the motor housing 20, and is simple in structure.
The first hydraulic fluid supply flow passage 906a provided inside the radially extending wall 2002 of the motor housing 20, which interfaces with the first hydraulic fluid supply passage 905a, saves space for arranging oil pipes, and is less prone to leakage.
Said first actuator 902a is arranged to configure the first connection breaking unit 4a in a position between the engaged position and the disengaged position. More specifically, the first actuator 902a is axially movable between an engaged position and a disengaged position of the first connection disconnection unit 4 a.
A first thrust bearing 26a and a first force transmission member 27a are provided between the first actuator 902a and the first connection and disconnection unit 4a, a first upper extension 2701a protruding toward the first connection and disconnection unit 4a is provided on a radially outer side of the first force transmission member 27a, the first output housing 17a is fixedly connected to or integrally formed with a first external reaction means 28a protruding toward the first connection and disconnection unit 4a, and the first force transmission member 27a is rotatable about the first shaft 6.
The first thrust bearing 26a is arranged to transmit the axial force generated by the first actuator 902a to the first force transmission member 27a, the first force transmission member 27a is arranged to transmit the axial force at the first upper extension 2701a to the first connection breaking unit 4a, so that the first friction element 401a is separated from the second friction element 402a and the first friction element 401a is separated from the first external reaction means 28a (switched from the engaged position to the disengaged position), or so that the first friction element 401a is abutted against the second friction element 402a and the first friction element 401a is abutted against the first external reaction means 28a (switched from the disengaged position to the engaged position). When switching from the disengaged position to the engaged position, the first upper extension 2701a presses the first friction element 401 a.
Preferably, the first external reaction means 28a and the first output housing 17a are made as a single component (integrally formed) to reduce the amount of parts used. However, as a variant, the first external reaction means 28a and the first output casing 17a may also be two parts fixed together by any means, such as riveting or welding.
The first external reaction means 28a has a shape complementary to the shape of the first friction element 401a or of the second friction element 402a, to allow the first friction element 401a and the second friction element 402a to be coupled by friction, when the first actuator 902a applies a forward axial force (towards the engine 1), to configure the first connection-disconnection unit 4a in its engaged position. By way of non-limiting example, the first outer reaction means 28a may have the shape of a disk extending radially outwards, with a central region extending axially forwards (towards the engine 1). Preferably, the first outer reaction means 28a has an outer groove cooperating with the inner groove shape of the first output housing 17 a.
The rotor assembly 301 of the second electric machine 3 is rotatably supported on the first casing 901a of the first control system 9a by means of a bearing 29a, and the position front side (the side facing the engine 1) of the rotor assembly 301 of the second electric machine 3 is defined by a stopper 19 a. The stopper 19a may be a locking ring or a snap ring. Thereby limiting the axial displacement of the rotor assembly 301 of the second motor 3.
The first output disc carrier 18a is secured to the inner race of the rotor assembly 301 of the second motor 3. For example, the first output disc carrier 18a is connected to the rotor assembly 301 of the second motor 3 by spline, complementary groove, welding, bolt coupling, or the like. The stator assembly 302 of the second electrical machine 3 is fixed to the motor housing 20.
The system is further provided with a first sealing element 30a (e.g. a radial shaft sealing ring) which prevents the cooling oil discharged by the first connection breaking unit 4a from reaching the dry space.
The first connection disconnection unit 4a may also comprise first elastic return means (not shown in the figures) which axially actuate the second friction element 402a in order to release the frictional coupling of the first friction element 401a with the second friction element 402a and return the first actuator 902a towards the disconnected position. Preferably, said second elastic return means is an elastic return washer. An elastic return washer is axially interposed between the first friction element 401a and the second friction element 402 a. These resilient return washers are preferably arranged radially inside the first friction element 401 a. Each elastic return washer bears axially against a radially front face of one second friction element 402a and against a radially rear face of the other second friction element 402a which is axially adjacent. The first elastic reset means is provided to prevent a friction loss caused by the contact between the first friction member 401a and the second friction member 402a when the first connection/disconnection unit 4a is disconnected, thereby improving efficiency.
The second disconnecting unit 4b is a multi-plate clutch, and the second disconnecting unit 4b includes a plurality of third friction elements 401b fixed to and rotating integrally with the rotor assembly 201 of the first motor 2 and a plurality of fourth friction elements 402b fixed to and rotating integrally with the first shaft 6. The multi-plate clutch can improve the driving comfort and agility and is beneficial to reducing the oil consumption.
One of the third friction element 401b and the fourth friction element 402b is a friction disc, and the other is a flange.
In the engaged position of the second connection disconnection unit 4b, the plurality of third friction members 401b and the plurality of fourth friction members 402b are frictionally coupled and integrally rotated to connect power transmission between the first shaft 6 and the first motor 2 (rotor assembly 201).
In the separated position of the second connection disconnection unit 4b, the plurality of third friction members 401b are separated from the plurality of fourth friction members 402b to disconnect the power transmission between the first shaft 6 and the first motor 2 (rotor assembly 201).
A second output housing 17b is provided on a side of the second disconnecting unit 4b remote from the second motor 3, and the second output housing 17b is connected to the third friction elements 401b of the second disconnecting unit 4b through a second output disc carrier 18b at a radially outer side of the second output housing 1b, so that the second output housing 17b, the second output disc carrier 18b, and the third friction elements 401b are relatively fixed and integrally rotate.
Preferably, the second output tray carrier 18b is connected to the second output casing 17b by shape cooperation (in particular, groove type shape cooperation).
The rotor assembly 201 of the first motor 2 is fixedly connected to the second output tray carrier 18 b. The second output tray carrier 18b forms an output element of the second connection disconnection unit 4 b.
The fourth friction element 402b is connected to the first shaft 6 through the second input disk carrier 21b, so that the first shaft 6, the second input disk carrier 21b, and the plurality of fourth friction elements 402b are relatively fixed and integrally rotate.
A second axial extension 2101b is provided on the radially outer periphery of the second input disc carrier 21b, the second axial extension 2101b being provided with teeth that cooperate with complementary teeth on each fourth friction element 402b (e.g. at the radially inner periphery of each fourth friction element 402 b). The second input disc carrier 21b is thus fixed relative to the fourth friction element 402b by the tooth-to-tooth engagement and rotates integrally therewith.
The second input disc carrier 21b is connected at its radially lower end to a second input hub 22 b. The second input disc carrier 21b and the second input hub 22b are fixed together by welding or riveting. The position of the second input hub 22b is defined forwardly (the side facing away from the engine 1) by a stopper 23 b. The stopper 23b may preferably be a locking ring or a snap ring. The stopper 23b limits the axial displacement of the second input hub 22 b.
Said second input hub 22b is provided radially internally with axial grooves arranged to cooperate with complementary grooves positioned on the first shaft 6 to enable integral rotation. The second input hub 22b is supported on the first shaft 6 by splines or complementary grooves.
The second disconnecting unit 4b is controlled by the second control system 9b, the second control system 9b includes a second housing 901b and a second actuator 902b disposed in the second housing 901b, the second housing 901b is fixed to the radially extending wall 2002 of the motor housing 20, the rotor assembly 201 of the first motor 2 is rotatably supported by the second housing 901b, and the second actuator 902b is configured to drive the second disconnecting unit 4b to switch between the engaged position and the disengaged position. The second housing 901b is fixed to a radially extending wall 2002 of the motor housing 20 by a fixing means 24b (e.g., a bolt). The second housing 901b has a second bearing surface 25b at a portion thereof located toward the rear (the bearing surface 25b is preferably a flat surface), and the second bearing surface 25a is arranged to achieve bearing against the radially extending wall 2002 of the motor housing 20. Thereby, the stable fitting of the second casing 901b is achieved by the second support surface 25 b.
The second actuator 902b is arranged in the first space where the first electric machine 2 is located, taking up less space than the control mechanism of other types of clutches.
The rotor assembly 201 of the first motor 2 is rotatably supported on the second housing 901b, so that the supporting structure of the rotor assembly 201 of the first motor 2 is simplified, and the integration level is improved.
Preferably, the second actuator 902b is a hydraulic cylinder type actuator, a second cylinder 903b is formed in the second housing 901b, the second actuator 902b includes an annular second piston 904b slidably disposed in the second cylinder 903b, the second control system 9b further includes a second hydraulic fluid supply passage 905b formed in the second housing 901b and configured to supply hydraulic fluid into the second cylinder 903b, a second hydraulic fluid supply passage 90b abutting against the second hydraulic fluid supply passage 905b is provided in the radially extending wall 2002 of the motor housing 20, and the second hydraulic fluid supply passage 906b is connected to an external hydraulic fluid supply device (not shown in the drawings). The hydraulic fluid is a pressurized fluid, such as hydraulic oil. The second hydraulic fluid supply passage 906b is directly integrated inside the radially extending wall 2002 of the motor housing 20, and is simple in structure.
The second hydraulic fluid supply flow passage 906b provided inside the radially extending wall 2002 of the motor housing 20 and abutting against the second hydraulic fluid supply passage 905b saves space for arranging oil pipes and is less likely to leak.
Said second actuator 902b is arranged to configure the second disconnection unit 4b in a position between the engaged position and the disengaged position. More specifically, the second actuator 902b is axially movable between the engaged position and the disengaged position of the second connection disconnection unit 4 b.
A second thrust bearing 26b and a second force transmission member 27b are provided between the second actuator 902b and the second disconnecting link unit 4b, a second upper extension 2701b protruding toward the second disconnecting link unit 4b is provided radially outside the second force transmission member 27b, the second output housing 17b is fixedly connected to or integrally formed with a second external reaction device 28b protruding toward the second disconnecting link unit 4b, and the second force transmission member 27b is rotatable about the first shaft 6.
The second thrust bearing 26b is arranged to transmit the axial force generated by the second actuator 902b to the second force transmission member 27b, the second force transmission member 27b is arranged to transmit the axial force at the second upper extension 2701b to the second disconnection unit 4b, so that the third friction element 401b is separated from the fourth friction element 402b and the third friction element 401b is separated from the second external reaction means 28b (switched from the engaged position to the disengaged position), or so that the third friction element 401b abuts against the fourth friction element 402b and the third friction element 401b abuts against the second external reaction means 28b (switched from the disengaged position to the engaged position). When switching from the disengaged position to the engaged position, the second upper extension 2701b presses the third friction element 401 b.
Preferably, the second external reaction means 28b and the second output housing 17b are made as a single component (integrally formed) to reduce the amount of parts used. However, as a variant, the second external reaction means 28b and the second output housing 17 second could also be two parts fixed together by any means, such as riveting or welding.
The second external reaction means 28b has a shape complementary to the shape of the third friction element 401b or the fourth friction element 402b to allow the third friction element 401b and the fourth friction element 402b to be coupled by friction when the second actuator 902b applies a forward axial force (away from the engine 1) to configure the second disconnection unit 4b in its engaged position. By way of non-limiting example, the second outer reaction means 28b may have the shape of a disk extending radially outwards, with a central region extending axially forwards (away from the engine 1). Preferably, the second outer reaction means 28b has an outer groove cooperating with the inner groove shape of the second output housing 17 b.
The rotor assembly 201 of the first electric machine 2 is rotatably supported on the second housing 901b of the second control system 9b by means of a bearing 29b, and the front side (the side facing away from the engine 1) of the position of the rotor assembly 201 of the first electric machine 2 is defined by a stopper 19 b. The stopper 19b may be a locking ring or a snap ring. Thereby limiting the axial displacement of the rotor assembly 301 of the second motor 3.
The second output disc carrier 18b is secured to the inner race of the rotor assembly 201 of the first motor 2. For example, the second output disc carrier 18b is connected to the rotor assembly 201 of the first motor 2 by spline, complementary groove, welding or bolting. The stator assembly 302 of the first electrical machine 2 is secured to the motor housing 20.
The system is also provided with a second sealing element 30b (e.g. a radial shaft sealing ring) which prevents the cooling oil discharged by the second connection breaking unit 4b from reaching the dry space.
The second disconnection unit 4b may also comprise second elastic return means (not shown in the figures) which axially actuate the fourth friction element 402b in order to release the frictional coupling of the third friction element 401b with the fourth friction element 402b and return the second actuator 902b towards the disconnected position. Preferably, said second elastic return means is an elastic return washer. An elastic return washer is axially interposed between the third friction element 401b and the fourth friction element 402 b. These resilient return washers are preferably arranged radially inside the third friction element 401 b. Each elastic return washer bears axially against a radially front face of one fourth friction element 402b and against a radially rear face of the other axially adjacent fourth friction element 402 b. The second elastic reset means is provided to avoid a friction loss generated by the contact between the third friction member 401b and the fourth friction member 402b when the second disconnection unit 4b is disconnected, thereby improving efficiency.
Furthermore, a rear end cap 32 is bolted to the end of the motor housing 20 facing away from the engine 1, and the first shaft 6 is rotatably supported by a bearing 33 and a bearing 34, preventing axial play of the first shaft 6. The outer ring of the bearing 33 is fixed to the motor housing 20, the inner ring is fixed to the first shaft 6, the outer ring of the bearing 34 is fixed to the rear end cover 32, and the inner ring is fixed to the first shaft 6.
The engine output shaft 5 is directly connected with a crankshaft of the engine 1, or is connected through a single mass flywheel, a dual mass flywheel or a torsional damper.
The hybrid drive system 100 of the first embodiment can realize the following operation modes by selectively engaging or disengaging the first connection/disconnection unit 4a and the second connection/disconnection unit 4 b: the system comprises a parking power generation mode, a pure electric mode, a series driving mode, a parallel driving mode, a braking deceleration energy recovery mode, a neutral parking mode, a rapid acceleration mode, an engine driving mode, a vehicle reversing mode and the like. The method comprises the following specific steps:
1) parking power generation mode
When the vehicle to which the hybrid drive system 100 is applied is in a parking power generation mode, the first motor 2 generates power by using power output by the engine 1 when the vehicle is stopped to charge a battery pack of the hybrid vehicle, in this mode, the first connection and disconnection unit 4a is controlled to be disconnected, the second connection and disconnection unit 4b is controlled to be connected, the vehicle controller controls the first motor 2 to firstly enter a starting mode to perform ignition operation on the engine 1, then the first motor 2 enters a power generation operation mode to charge the battery pack, and the second motor 3 does not operate. When the vehicle control unit finds that the battery power is too low, for example, the vehicle is stopped for a long time and the air conditioner is in a working state, the vehicle control unit needs to enter a parking power generation mode.
2) Electric only mode
When the vehicle to which the hybrid drive system 100 is applied is in a pure electric mode, the hybrid drive system 100 drives the vehicle to run by using the power output by the second motor 3, and in this mode, the second motor 3 is controlled to output power, the engine 1 and the first motor 2 stop operating, and the first connection/disconnection unit 4a is disconnected. Specifically, when the required power of the vehicle is lower than the driving power that can be provided by the second electric machine 3 and the battery pack is sufficient in capacity, the second electric machine 3 alone drives the vehicle, the battery pack provides electric energy for the second electric machine 3, and the hybrid driving system 100 outputs the power output by the second electric machine 3 to the wheels.
3) Series drive mode
When the vehicle to which the hybrid drive system 100 is applied is in the series drive mode, the hybrid drive system 100 generates power using the power output from the engine 1 to charge the battery pack of the hybrid vehicle, and drives the vehicle to run using the power output from the second motor 3. In this mode, the engine 1 is controlled to drive the first motor 2 to perform a power generating operation, the first disconnecting and connecting means 4a is disconnected, the second disconnecting and connecting means 4b is connected, and the second motor 3 performs a power outputting operation. When the vehicle runs at a low speed for a long time (for example, under a congested road condition), the first connection and disconnection unit 4a cannot be connected due to the limitation of the mechanical speed ratio and the minimum operating speed of the engine 1, the second motor 3 drives the vehicle, the first motor 2 enters a power generation mode, the electric energy required by the second motor 3 is provided by the first motor 2, the insufficient or redundant part is provided or absorbed by the battery pack, and the hybrid drive system 100 outputs the power of the second motor 3 to the wheels.
4) Parallel drive mode
When the vehicle to which the hybrid drive system 100 is applied is in the parallel drive mode, the first connection/disconnection unit 4a is engaged, and the hybrid drive system 100 drives the vehicle to run by using the power output from the engine 1 and the second motor 3, and can charge the battery pack of the hybrid vehicle by using the power generated by the first motor 2. In the mode, the engine 1 and the second motor 3 are controlled to output power, the first motor 2 generates power, under the working condition, one part of output power of the engine 1 and the second motor 3 directly participate in driving, and the rest part drives the first motor 2 to generate power and then charge a battery. Alternatively, the first motor 2 may stop generating power when power generation is not required, for example, when the battery pack is sufficient to supply the amount of power required by the second motor 3, and the second connection disconnection unit 4b may be disconnected to reduce the drag torque. Under a specific condition, such as a long distance climbing condition, and the battery is not enough to provide the power required by the second electric machine 3 due to limited power or energy, or the torque provided by the second electric machine 3 is not enough to drive the vehicle alone to overcome the resistance, the hybrid drive system 100 is controlled by the vehicle controller to enter the working mode.
5) Braking deceleration energy recovery mode
When the vehicle to which the hybrid drive system 100 is applied is in the braking deceleration energy recovery mode, the vehicle controller determines that the first electric machine 2 and/or the second electric machine 3 performs energy recovery during vehicle braking according to the on/off state of the first connection and disconnection unit 4a, the braking power demand, the power generation efficiency, and the charging power allowed by the battery. In this mode, the first electric machine 2 and/or the second electric machine 3 are controlled to generate electric power. When the vehicle to which the hybrid drive system 100 is applied is in a braking deceleration mode, the motor controller of the hybrid drive system 100 controls the first electric machine 2 and/or the second electric machine 3 to recover energy and charge the battery pack during braking of the vehicle.
6) Neutral park mode
When the vehicle to which the hybrid drive system 100 is applied is in the neutral parking mode, the first connection/disconnection unit 4a is disconnected, the power of the engine 1 and the first motor 2 of the hybrid drive system 100 is disconnected from the power of the wheels, and the engine 1, the first motor 2, and the second motor 3 are controlled to stop working. The second motor 3 is not disconnected from the wheels, and the controller performs zero current control through the inverter to enable the second motor 3 to be in a no-load state. When the vehicle to which the hybrid power drive system 100 is applied is in a neutral parking mode, the power connection between the power source of the hybrid power drive system 100 and the wheels is disconnected, and the neutral parking function of the vehicle is realized.
7) Fast acceleration mode
When the vehicle to which the hybrid drive system 100 is applied is in a rapid acceleration mode, the first connection/disconnection unit 4a is connected, the second connection/disconnection unit 4b is connected, the hybrid drive system 100 drives the vehicle to run by using the power output from the engine 1, the second motor 3, and the first motor 2, and in this mode, the engine 1, the first motor 2, and the second motor 3 are controlled to perform power output operation, and when the vehicle to which the hybrid drive system 100 is applied requires the rapid acceleration mode, and when the vehicle required power is greater than the efficiency optimization power of the engine 1, the first motor 2, and the second motor 3 operate together to output the power to drive the vehicle, thereby maximizing the power output from the hybrid drive system 100.
8) Engine drive mode
When the vehicle to which the hybrid drive system 100 is applied is in an engine drive mode, the hybrid drive system 100 drives the vehicle to run by using the power output by the engine 1, in this mode, the engine 1 is controlled to perform power output operation, and zero current control is performed on the second motor 3, in addition, the redundant power of the engine 1 can charge the battery pack through the first motor 2, when the vehicle to which the hybrid drive system 100 is applied is in the engine drive mode, the mechanical efficiency of the vehicle is greater than the electrical efficiency, for example, in a high-speed cruising condition, and the engine 1 outputs power to drive the vehicle, so that the high-efficiency output of the hybrid drive system 100 is realized.
9) Vehicle reverse mode
When the vehicle is backed, the speed is low, so the backing of the system is realized by the reverse rotation of the second motor 3, the first connection and disconnection unit 4a is disconnected, and the reverse rotation of the second motor 3 realizes the backing function of the vehicle.
In the hybrid drive system 100 and the vehicle according to the embodiment of the present application, the first motor 2 and the engine 1 are arranged in parallel at an interval, so that the restriction of the mating surface with the engine 1 is eliminated, and the outer diameter of the first motor 2 can be increased. This eliminates the need to increase the axial length to obtain the torque and output of the first electric machine 2, and thus can improve mountability by shortening the axial length. Further, since the engine 1 is connected to the first motor 2 via the first transmission mechanism, the speed ratio between the engine 1 and the first motor 2 can be freely set, and the engine 1 and the first motor 2 can be matched in a high efficiency region when used as a generator, thereby improving the power generation efficiency. Further, since the first motor 2 and the second motor 3 are disposed on the same axis (coaxially disposed), the side structure can be reduced, and the mountability can be improved. The system adopts the combination of the first connection and disconnection unit 4a and the second connection and disconnection unit 4b, and can realize more working modes. Further, the second connection disconnection unit 4b may be disconnected when the vehicle does not need to generate electricity, reducing the drag torque. In addition, two disconnection units are integrated with the first motor 2 and the second motor 3, so that the axial space of the system is reduced, and the structure of the system is more compact.
Second embodiment
Fig. 4 shows a hybrid system according to a second embodiment of the present application, which is different from the first embodiment in that the second transmission mechanism has a two-speed gear structure. The specific differences are as follows:
the second transmission mechanism comprises a second motor first gear input gear 35, a second motor second gear input gear 36, a first intermediate gear 37, a second intermediate gear 38, a second transmission mechanism output shaft 14, a synchronizer 39, a main reduction driving gear 15 and a main reduction driven gear 16, the second motor first gear input gear 35 and the second motor second gear input gear 36 are sleeved on the second shaft 7 in an empty way, the first intermediate gear 37, the second intermediate gear 38 and the main reduction gear 15 are fixed on the second transmission mechanism output shaft 14, the driving and driven gear 16 is arranged on the differential 8, the second electric machine first gear input gear 35 is meshed with a first intermediate gear 37, the second motor second gear input gear 36 is engaged with the second intermediate gear 38, and the driving/reduction gear 15 is engaged with the driving/reduction driven gear 16.
The synchronizer 39 is disposed on the second shaft 7 and between the second motor first gear input gear 35 and the second motor second gear input gear 36, and the synchronizer 39 selectively engages or disengages the second motor first gear input gear 35 and the second motor second gear input gear 36. When the synchronizer 39 is engaged with the second motor first gear input gear 35, the second motor first gear input gear 35 and the second shaft 7 are combined to integrally rotate, and when the synchronizer 39 is engaged with the second motor second gear input gear 36, the second motor second gear input gear 36 and the second shaft 7 are combined to integrally rotate.
In the second embodiment, by selectively engaging or disengaging the synchronizer 39, the power of the second electric machine 3 can be selectively transmitted to the second transmission output shaft 14 through the second electric machine first gear input gear 35 or the second electric machine second gear input gear 36. The gear for transmitting the power of the second motor 3 to the wheels is increased, the working range of the second motor 3 can be increased, and the requirement on the second motor 3 is reduced.
Third embodiment
Fig. 4 shows a hybrid system according to a third embodiment of the present invention, which is different from the second embodiment in that the second motor first gear input gear 35 and the second motor second gear input gear 36 are fixed on the second shaft 7, and the first intermediate gear 37 and the second intermediate gear 38 are freely sleeved on the second transmission output shaft 14. The synchronizer 39 is disposed on the second transmission output shaft 14 between the first intermediate gear 37 and the second intermediate gear 38, and the synchronizer 39 selectively engages or disengages the first intermediate gear 37 and the second intermediate gear 38. When the synchronizer 39 is engaged with the first intermediate gear 37, the first intermediate gear 37 is coupled to and rotates integrally with the second transmission output shaft 14, and when the synchronizer 39 is engaged with the second intermediate gear 38, the second intermediate gear 38 is coupled to and rotates integrally with the second transmission output shaft 14.
In the third embodiment, by selectively engaging or disengaging the synchronizer 39, the power of the second electric machine 3 can be selectively transmitted to the second transmission output shaft 14 through the second electric machine first gear input gear 35 or the second electric machine second gear input gear 36. The gear for transmitting the power of the second motor 3 to the wheels is increased, the working range of the second motor 3 can be increased, and the requirement on the second motor 3 is reduced.
In addition, as shown in fig. 5, the embodiment of the present application also provides a vehicle 1000 including the hybrid drive system 100 of the above embodiment.
The hybrid drive systems according to the second and third embodiments can also realize a parking power generation mode, a pure electric mode, a series drive mode, a parallel drive mode, a braking deceleration energy recovery mode, a neutral parking mode, a rapid acceleration mode, an engine drive mode, and a vehicle reverse mode. The processes of the second and third embodiments for implementing the above-described operation modes are similar to those of the first embodiment.
The above description is only exemplary of the present application and should not be taken as limiting the present application, as any modification, equivalent replacement, or improvement made within the spirit and principle of the present application should be included in the protection scope of the present application.

Claims (18)

1. A hybrid power driving system is characterized by comprising an engine, an engine output shaft, a first motor, a first shaft, a second motor, a second shaft, a first connection and disconnection unit, a second connection and disconnection unit, a first transmission mechanism, a second transmission mechanism and a differential mechanism;
one end of the engine output shaft is connected with the engine, the first shaft is connected with the engine output shaft through the first transmission mechanism, the first motor and the engine are arranged in parallel at intervals, and the first motor and the second motor are coaxially arranged;
the second transmission mechanism is connected between the second shaft and the differential;
the first connection disconnection unit is disposed between the first shaft and the second shaft, the first connection disconnection unit being selectively engaged or disengaged to connect or disconnect power transmission between the first shaft and the second shaft;
the second connection disconnection unit is disposed between the first shaft and the first motor, and selectively engaged or disengaged to connect or disconnect power transmission between the first shaft and the first motor.
2. The hybrid drive system of claim 1, wherein the second shaft is free-running on an outer periphery of the first shaft.
3. The hybrid drive system according to claim 2, wherein the first connection disconnection unit is arranged in a space formed between a rotor assembly of the second electric machine and the first shaft;
the second connection disconnection unit is disposed in a space formed between a rotor assembly of the first motor and the first shaft.
4. A hybrid drive system according to any one of claims 1 to 3, wherein the second electric machine is located axially between the first electric machine and the engine;
one end of the first shaft connected with the first transmission mechanism and the output end of the second shaft are both positioned on one side of the second motor facing the engine.
5. The hybrid drive system according to any one of claims 1 to 3, wherein the first and second electric machines share a same motor housing, the motor housing including a peripheral wall and a radially extending wall that divides a space between the peripheral wall and the first shaft into a first space in which the stator assembly and the rotor assembly of the first electric machine are accommodated and a second space in which the stator assembly and the rotor assembly of the second electric machine are accommodated, the stator assembly of the first electric machine and the stator assembly of the second electric machine being fixedly connected to the motor housing.
6. The hybrid drive system according to claim 5, wherein the first connection disconnection unit is a multi-disc clutch, the first connection disconnection unit including a plurality of first friction elements fixed relative to and rotating integrally with the second shaft and a plurality of second friction elements fixed relative to and rotating integrally with the first shaft;
a plurality of first friction elements frictionally coupled with a plurality of second friction elements and integrally rotated in an engaged position of the first connection disconnection unit to connect power transmission between the first shaft and the second shaft;
in the separated position of the first connection disconnection unit, the plurality of first friction elements are separated from the plurality of second friction elements to disconnect the power transmission between the first shaft and the second shaft.
7. The hybrid drive system as recited in claim 6, wherein a first output housing is fixedly connected to an end of the second shaft adjacent to the second electric machine, the first output housing being connected to the first plurality of friction elements of the first connection disconnection unit by a first output disc carrier, the rotor assembly of the second electric machine being fixedly connected to the first output disc carrier such that the second shaft, the first output housing, the first output disc carrier and the first plurality of friction elements are relatively fixed and integrally rotate; wherein the second shaft is fixedly connected with or integrally formed with the first output housing.
8. The hybrid drive system of claim 7 further comprising a first control system including a first housing secured to a radially extending wall of the motor housing on a side thereof adjacent the second motor, and a first actuator disposed within the first housing, the rotor assembly of the second motor being rotatably supported on the first housing, the first actuator being for driving the first disconnect unit between the engaged and disengaged positions.
9. The hybrid drive system as recited in claim 8, wherein the first actuator is a hydraulic cylinder type actuator, a first cylinder is formed in the first housing, the first actuator includes a first piston slidably disposed in the first cylinder, the first control system further includes a first hydraulic fluid supply passage formed in the first housing for supplying hydraulic fluid into the first cylinder, a first hydraulic fluid supply passage abutting the first hydraulic fluid supply passage is provided in an inner portion of the radially extending wall of the motor housing, and the first hydraulic fluid supply passage is connected to an external hydraulic fluid supply device;
a first thrust bearing and a first force transmission member are arranged between the first actuator and the first connection and disconnection unit, a first upper extension part protruding towards the first connection and disconnection unit is arranged on the radial outer side of the first force transmission member, the first output shell is fixedly connected or integrally formed with a first external reaction device protruding towards the first connection and disconnection unit, and the first force transmission member can freely rotate around the first shaft;
the first thrust bearing is arranged to transfer an axial force generated by the first actuator to the first force transfer member, which is arranged to transfer the axial force at the first upper extension to the first connection disconnection unit, to separate the first friction element from the second friction element and the first friction element from the first external reaction means, or to abut the first friction element against the second friction element and the first friction element against the first external reaction means.
10. Hybrid drive system as claimed in claim 8, characterized in that said first connection disconnection unit further comprises first elastic return means which axially actuate said second friction element in order to release the frictional coupling thereof with said second friction element and return said first actuator towards the disengaged position.
11. The hybrid drive system according to claim 5, wherein the second connection disconnection unit is a multi-disc clutch, the second connection disconnection unit including a plurality of third friction elements fixed relative to and rotating integrally with a rotor assembly of the first motor and a plurality of fourth friction elements fixed relative to and rotating integrally with the first shaft;
a plurality of the third friction elements and a plurality of the fourth friction elements are frictionally coupled and integrally rotated in an engaged position of the second connection disconnection unit to connect power transmission between the first shaft and the first motor;
in the disengaged position of the second connection disconnection unit, the plurality of third friction elements are separated from the plurality of fourth friction elements to disconnect the power transmission between the first shaft and the first motor.
12. The hybrid drive system of claim 11 wherein a second output housing is provided on a side of the second disconnect unit remote from the second motor, the second output housing being connected to the third friction elements of the second disconnect unit by a second output disc carrier, the rotor assembly of the first motor being fixedly connected to the second output disc carrier such that the second output housing, second output disc carrier and third friction elements are relatively fixed and rotate integrally.
13. The hybrid drive system according to claim 12, further comprising a second control system including a second housing fixed to a side of the radially extending wall of the motor housing adjacent to the first motor, and a second actuator provided in the second housing, the rotor assembly of the first motor being rotatably supported on the second housing, the second actuator being for driving the second disconnection unit between the engaged position and the disengaged position.
14. The hybrid drive system of claim 13, wherein said second actuator is a hydraulic cylinder type actuator, a second cylinder is formed in said second housing, said second actuator includes a second piston slidably disposed in said second cylinder, said second control system further includes a second hydraulic fluid supply passage formed in said second housing for supplying hydraulic fluid into said second cylinder, a second hydraulic fluid supply passage abutting said second hydraulic fluid supply passage is provided in an interior of said radially extending wall of said motor housing, said second hydraulic fluid supply passage being connected to an external hydraulic fluid supply device;
a second thrust bearing and a second force transmission member are arranged between the second actuator and the second disconnection unit, a second upper extension part protruding towards the second disconnection unit is arranged on the radial outer side of the second force transmission member, the second output shell is fixedly connected or integrally formed with a second external reaction device protruding towards the second disconnection unit, and the second force transmission member can freely rotate around the first shaft;
the second thrust bearing is arranged to transfer an axial force generated by the second actuator to the second force transfer member, the second force transfer member being arranged to transfer the axial force at the second upper extension to the second disconnection unit to separate the third friction element from a fourth friction element and the third friction element from a second external reaction means, or to abut the third friction element against a fourth friction element and the third friction element against the second external reaction means.
15. Hybrid drive system according to claim 13, characterized in that said second disconnection unit further comprises second elastic return means which axially actuate said fourth friction element in order to release the frictional coupling of said third friction element with said fourth friction element and return said second actuator towards the disengaged position.
16. The hybrid drive system of claim 1, wherein said first transmission comprises first and second gears in mesh, said first gear being fixed to said engine output shaft and said second gear being fixed to said first shaft.
17. The hybrid drive system of claim 2, wherein the second transmission includes a second motor input gear, an intermediate gear, a second transmission output shaft, a main reduction drive gear, and a main reduction driven gear, the second motor input gear being fixed to the second shaft, the intermediate gear and the main reduction drive gear being fixed to the second transmission output shaft, the main reduction driven gear being disposed on the differential, the second motor input gear being engaged with the intermediate gear, the main reduction drive gear being engaged with the main reduction driven gear; in the alternative, the first and second sets of the first,
the second transmission mechanism comprises a second motor first gear input gear, a second motor second gear input gear, a first intermediate gear, a second transmission mechanism output shaft, a synchronizer, a main reduction driving gear and a main reduction driven gear, the second motor first gear input gear and the second motor second gear input gear are freely sleeved on the second shaft, the first intermediate gear, the second intermediate gear and the main reduction driving gear are fixed on the second transmission mechanism output shaft, the main reduction driven gear is arranged on the differential mechanism, the second motor first gear input gear is meshed with the first intermediate gear, the second motor second gear input gear is meshed with the second intermediate gear, and the main reduction driving gear is meshed with the main reduction driven gear; the synchronizer is arranged on the second shaft and is positioned between the first motor first gear input gear and the second motor second gear input gear, and the synchronizer selectively engages or disengages the second motor first gear input gear and the second motor second gear input gear; in the alternative, the first and second sets of the first,
the second transmission mechanism comprises a second motor first gear input gear, a second motor second gear input gear, a first intermediate gear, a second transmission mechanism output shaft, a synchronizer, a main reduction driving gear and a main reduction driven gear, the second motor first gear input gear and the second motor second gear input gear are fixed on the second shaft, the first intermediate gear and the second intermediate gear are freely sleeved on the second transmission mechanism output shaft, the main reduction driving gear is fixed on the second transmission mechanism output shaft, the main reduction driven gear is arranged on the differential mechanism, the second motor first gear input gear is meshed with the first intermediate gear, the second motor second gear input gear is meshed with the second intermediate gear, and the main reduction driving gear is meshed with the main reduction driven gear; the synchronizer is disposed on the second transmission output shaft between the first and second intermediate gears, the synchronizer selectively engaging or disengaging the first and second intermediate gears.
18. A vehicle characterized by comprising the hybrid drive system of any one of claims 1 to 17.
CN201811456939.3A 2018-11-30 2018-11-30 Hybrid power driving system and vehicle Active CN111251864B (en)

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JP2010023655A (en) * 2008-07-18 2010-02-04 Jtekt Corp Motor unit, electric power steering device, and vehicular steering device
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