CN111251866B - Hybrid power driving system and vehicle - Google Patents

Hybrid power driving system and vehicle Download PDF

Info

Publication number
CN111251866B
CN111251866B CN201811457001.3A CN201811457001A CN111251866B CN 111251866 B CN111251866 B CN 111251866B CN 201811457001 A CN201811457001 A CN 201811457001A CN 111251866 B CN111251866 B CN 111251866B
Authority
CN
China
Prior art keywords
gear
motor
shaft
driving gear
synchronizer
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
CN201811457001.3A
Other languages
Chinese (zh)
Other versions
CN111251866A (en
Inventor
廉玉波
凌和平
翟震
梅绍坤
熊雨超
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
BYD Co Ltd
Original Assignee
BYD Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by BYD Co Ltd filed Critical BYD Co Ltd
Priority to CN201811457001.3A priority Critical patent/CN111251866B/en
Publication of CN111251866A publication Critical patent/CN111251866A/en
Application granted granted Critical
Publication of CN111251866B publication Critical patent/CN111251866B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • 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

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention 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, a first motor, a second motor, a connection and disconnection unit and a transmission, wherein the first motor and the engine are coaxially arranged, and the second motor and the engine are arranged in parallel; the derailleur includes primary shaft, secondary shaft, third axle, first synchronous ware, second synchronous ware, the 1 st fender driving gear of first motor, the 2 nd fender driving gear of first motor, the 1 st fender driving gear of second motor, the 2 nd fender driving gear of second motor, the 1 st fender driven gear, the 2 nd fender driven gear, the main driven gear that subtracts and main driven gear that subtracts. According to the hybrid power driving system and the vehicle, when the system shifts gears, the rotating speed of the first motor or the second motor is controlled to be approximately the same as that of the target gear, and then the first synchronizer or the second synchronizer is engaged with the target gear, so that impact feeling in the gear shifting process is relieved.

Description

Hybrid power driving system and vehicle
Technical Field
The invention belongs to the technical field of hybrid power, and particularly relates to a hybrid power driving system and a vehicle.
Background
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.
Chinese patent application No. CN200910199960.4 discloses a vehicle clutch power coupling synchronizer gear shifting hybrid power drive system, which can realize the switching of connection and disconnection between each hybrid power source and a wheel, and realize the change of the working mode and gear of the hybrid power drive system.
The engine, the integrated starter generator and the main driving motor are coaxially arranged, the axial space is large, and the carrying performance is poor. The clutch is arranged between the integrated starting generator and the speed change mechanism, and when the pure electric mode is in a working condition with high torque demand, a mode that two motors in the pure electric working condition are driven simultaneously cannot be realized. The technology adopts the synchronizer and the two clutches to perform combined gear shifting, on one hand, the two clutches have high manufacturing cost, and the cost is increased; on the other hand, a certain pause exists in the gear shifting process, and when the clutch is disconnected and the synchronizer selects gear engagement, short power interruption can occur, and the requirement of a user on smooth power performance cannot be met.
Disclosure of Invention
The technical problem to be solved by the invention is as follows: the hybrid power driving system and the vehicle are provided aiming at the problems that a synchronizer and two clutches are adopted to be combined for gear shifting, so that certain pause and gear shifting impact are generated in the gear shifting process.
In order to solve the above technical problem, in one aspect, an embodiment of the present invention provides a hybrid drive system, including an engine, a first motor, a second motor, a connection disconnection unit, and a transmission, where the first motor is arranged coaxially with the engine, and the second motor is arranged side by side with the engine;
the transmission comprises a first shaft, a second shaft, a third shaft, a first synchronizer, a second synchronizer, a first motor 1 st gear driving gear, a first motor 2 nd gear driving gear, a second motor 1 st gear driving gear, a second motor 2 nd gear driving gear, a 1 st gear driven gear, a 2 nd gear driven gear, a main reduction driving gear and a main reduction driven gear;
the first shaft is connected between the engine and the first motor, and the connection disconnection unit is arranged on the first shaft and used for selectively connecting or disconnecting the engine and the first motor;
the second motor is connected with the second shaft;
the first motor 1 st gear driving gear and the first motor 2 nd gear driving gear are sleeved on the first shaft in an idle mode, the first synchronizer is arranged on the first shaft and located between the first motor 1 st gear driving gear and the first motor 2 nd gear driving gear, and the first synchronizer can be selectively connected with or disconnected from the first motor 1 st gear driving gear and the first motor 2 nd gear driving gear;
the second motor 1 st gear driving gear and the second motor 2 nd gear driving gear are sleeved on the second shaft in an idle mode, the second synchronizer is arranged on the second shaft and located between the second motor 1 st gear driving gear and the second motor 2 nd gear driving gear, and the second synchronizer can be selectively connected with or disconnected from the second motor 1 st gear driving gear and the second motor 2 nd gear driving gear;
the 1 st gear driven gear, the 2 nd gear driven gear and the main reduction driving gear are fixedly connected to the third shaft;
second axle and third axle parallel arrangement are in the both sides of first axle, first motor 1 st fender position driving gear simultaneously with 1 st fender position driven gear and the meshing of second motor 1 st fender position driving gear, first motor 2 nd fender position driving gear simultaneously with 2 nd fender position driven gear and the meshing of second motor 2 nd fender position driving gear, main subtract the driving gear with main subtract the driven gear meshing.
Optionally, the connection and disconnection unit, the first motor 1 st gear driving gear, the first synchronizer, the first motor 2 nd gear driving gear, and the first motor are sequentially arranged along the axis of the first shaft in a direction away from the engine;
the second motor 1 st gear driving gear, the second synchronizer, the second motor 2 nd gear driving gear and the second motor are sequentially arranged along the axis of the second shaft in the direction close to and far away from the engine;
the 1 st gear driven gear, the main reduction driving gear and the 2 nd gear driven gear are sequentially arranged along the axis of the third shaft in the direction away from the engine.
On the other hand, the embodiment of the invention provides a hybrid power driving system, which comprises an engine, a first motor, a second motor, a connection disconnection unit and a transmission, wherein the first motor and the engine are coaxially arranged, and the second motor and the engine are arranged side by side;
the transmission comprises a first shaft, a second shaft, a third shaft, a first synchronizer, a second synchronizer, a first motor 1 st gear driving gear, a first motor 2 nd gear driving gear, a second motor 1 st gear driving gear, a second motor 2 nd gear driving gear, a 1 st gear driven gear, a 2 nd gear driven gear, a main reduction driving gear and a main reduction driven gear;
the first shaft is connected between the engine and the first motor, and the connection disconnection unit is arranged on the first shaft and used for selectively connecting or disconnecting the engine and the first motor;
the second motor is connected with the second shaft;
the first motor 1 st gear driving gear and the first motor 2 nd gear driving gear are sleeved on the first shaft in an idle mode, the first synchronizer is arranged on the first shaft and located between the first motor 1 st gear driving gear and the first motor 2 nd gear driving gear, and the first synchronizer can be selectively connected with or disconnected from the first motor 1 st gear driving gear and the first motor 2 nd gear driving gear;
the 1 st gear driving gear of the second motor and the 2 nd gear driving gear of the second motor are fixed on the second shaft;
the 1 st gear driven gear and the 2 nd gear driven gear are sleeved on the third shaft in a hollow mode, the main reduction driving gear is fixed on the third shaft, the second synchronizer is arranged on the third shaft and located between the 1 st gear driven gear and the 2 nd gear driven gear, and the second synchronizer can be selectively connected with or disconnected from the 1 st gear driven gear and the 2 nd gear driven gear;
second axle and third axle parallel arrangement are in the both sides of first axle, first motor 1 st fender position driving gear simultaneously with 1 st fender position driven gear and the meshing of second motor 1 st fender position driving gear, first motor 2 nd fender position driving gear simultaneously with 2 nd fender position driven gear and the meshing of second motor 2 nd fender position driving gear, main subtract the driving gear with main subtract the driven gear meshing.
Optionally, the connection and disconnection unit, the first motor 1 st gear driving gear, the first synchronizer, the first motor 2 nd gear driving gear, and the first motor are sequentially arranged along the axis of the first shaft in a direction away from the engine;
the second motor 1 st gear driving gear, the second motor 2 nd gear driving gear and the second motor are sequentially arranged along the axis of the second shaft in the direction close to the direction far away from the engine;
the 1 st gear driven gear, the second synchronizer, the 2 nd gear driven gear and the main reduction driving gear are sequentially arranged along the axis of the third shaft in the direction far away from the engine.
In another aspect, an embodiment of the present invention provides a hybrid drive system, including an engine, a first motor, a second motor, a connection disconnection unit, and a transmission, where the first motor and the engine are arranged coaxially, and the second motor and the engine are arranged side by side;
the transmission comprises a first shaft, a second shaft, a third shaft, a first synchronizer, a second synchronizer, a first motor 1 st gear driving gear, a first motor 2 nd gear driving gear, a second motor 1 st gear driving gear, a second motor 2 nd gear driving gear, a 1 st gear driven gear, a 2 nd gear driven gear, a main reduction driving gear and a main reduction driven gear;
the first shaft is connected between the engine and the first motor, and the connection disconnection unit is arranged on the first shaft and used for selectively connecting or disconnecting the engine and the first motor;
the second motor is connected with the second shaft;
the first motor 1 st gear driving gear and the first motor 2 nd gear driving gear are sleeved on the first shaft in an idle mode, the first synchronizer is arranged on the first shaft and located between the first motor 1 st gear driving gear and the first motor 2 nd gear driving gear, and the first synchronizer can be selectively connected with or disconnected from the first motor 1 st gear driving gear and the first motor 2 nd gear driving gear;
the second motor 1 st gear driving gear and the second motor 2 nd gear driving gear are sleeved on the second shaft in an idle mode, the second synchronizer is arranged on the second shaft and located between the second motor 1 st gear driving gear and the second motor 2 nd gear driving gear, and the second synchronizer can be selectively connected with or disconnected from the second motor 1 st gear driving gear and the second motor 2 nd gear driving gear;
the 1 st gear driven gear, the 2 nd gear driven gear and the main reduction driving gear are fixedly connected to the third shaft;
the primary shaft and the third shaft are arranged in parallel at two sides of the secondary shaft, the 1 st gear driving gear of the second motor simultaneously engages with the 1 st gear driving gear of the first motor and the 1 st gear driven gear, the 2 nd gear driving gear of the second motor simultaneously engages with the 2 nd gear driving gear of the first motor and the 2 nd gear driven gear, and the main reducer driving gear engages with the main reducer driven gear.
Optionally, the connection and disconnection unit, the first motor 1 st gear driving gear, the first synchronizer, the first motor 2 nd gear driving gear, and the first motor are sequentially arranged along the axis of the first shaft in a direction away from the engine;
the second motor 1 st gear driving gear, the second synchronizer, the second motor 2 nd gear driving gear and the second motor are sequentially arranged along the axis of the second shaft in the direction close to and far away from the engine;
the 1 st gear driven gear, the main reduction driving gear and the 2 nd gear driven gear are sequentially arranged along the axis of the third shaft in the direction away from the engine.
In another aspect, an embodiment of the present invention provides a hybrid drive system, including an engine, a first motor, a second motor, a connection disconnection unit, and a transmission, where the first motor and the engine are arranged coaxially, and the second motor and the engine are arranged side by side;
the transmission comprises a first shaft, a second shaft, a third shaft, a first synchronizer, a second synchronizer, a first motor 1 st gear driving gear, a first motor 2 nd gear driving gear, a second motor 1 st gear driving gear, a second motor 2 nd gear driving gear, a 1 st gear driven gear, a 2 nd gear driven gear, a main reduction driving gear and a main reduction driven gear;
the first shaft is connected between the engine and the first motor, and the connection disconnection unit is arranged on the first shaft and used for selectively connecting or disconnecting the engine and the first motor;
the second motor is connected with the second shaft;
the first motor 1 st gear driving gear and the first motor 2 nd gear driving gear are sleeved on the first shaft in an idle mode, the first synchronizer is arranged on the first shaft and located between the first motor 1 st gear driving gear and the first motor 2 nd gear driving gear, and the first synchronizer can be selectively connected with or disconnected from the first motor 1 st gear driving gear and the first motor 2 nd gear driving gear;
the 1 st gear driving gear of the second motor and the 2 nd gear driving gear of the second motor are fixed on the second shaft;
the 1 st gear driven gear and the 2 nd gear driven gear are sleeved on the third shaft in a hollow mode, the main reduction driving gear is fixed on the third shaft, the second synchronizer is arranged on the third shaft and located between the 1 st gear driven gear and the 2 nd gear driven gear, and the second synchronizer can be selectively connected with or disconnected from the 1 st gear driven gear and the 2 nd gear driven gear;
the primary shaft and the third shaft are arranged in parallel at two sides of the secondary shaft, the 1 st gear driving gear of the second motor simultaneously engages with the 1 st gear driving gear of the first motor and the 1 st gear driven gear, the 2 nd gear driving gear of the second motor simultaneously engages with the 2 nd gear driving gear of the first motor and the gear driven gear, and the main reducer driving gear engages with the main reducer driven gear.
Optionally, the connection and disconnection unit, the first motor 1 st gear driving gear, the first synchronizer, the first motor 2 nd gear driving gear, and the first motor are sequentially arranged along the axis of the first shaft in a direction away from the engine;
the second motor 1 st gear driving gear, the second motor 2 nd gear driving gear and the second motor are sequentially arranged along the axis of the second shaft in the direction close to the direction far away from the engine;
the 1 st gear driven gear, the second synchronizer, the 2 nd gear driven gear and the main reduction driving gear are sequentially arranged along the axis of the third shaft in the direction far away from the engine.
In another aspect, an embodiment of the present invention further provides a vehicle, which includes the hybrid drive system.
According to the hybrid power driving system and the vehicle provided by the embodiment of the invention, when the system shifts gears, namely the first synchronizer or the second synchronizer is engaged with the target gear, the rotating speed of the first motor or the second motor is correspondingly controlled to be approximately the same as that of the target gear, and then the first synchronizer or the second synchronizer is engaged with the target gear, so that the impact feeling in the gear shifting process is relieved.
In addition, the second motor is arranged side by side with the engine, so that the restriction of a matching surface matched with the engine is eliminated, and the outer diameter of the second 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 first motor is disposed coaxially with the engine, the structure of the side surface can be reduced, and the mountability can be improved.
In addition, the connection and disconnection unit is arranged on the first shaft, and the first shaft is connected between the engine and the first motor, so that the connection and disconnection unit is positioned behind a crankshaft of the engine; on the other hand, the arrangement mode has the advantages of less parts, simple and compact structure and low manufacturing cost, can realize various driving modes, such as a double-motor common driving mode in a pure electric mode, and improves the dynamic property of the vehicle in the pure electric mode. Through the combined action of the connection disconnection unit, the first synchronizer and the second synchronizer, the system has two gear selections when the second motor is driven independently in the pure electric mode, the double motors are driven in the pure electric mode and the three power sources are driven during emergency acceleration, and the working range of the system is greatly enlarged while the dynamic property of the system is improved.
In addition, under the mode that the first motor drives the vehicle alone, the disconnection of the connection disconnection unit can cut off the connection between the crankshaft of the engine and the wheel end, and the sliding shaft sleeve of the second synchronizer is in the middle position to cut off the connection between the rotor of the second motor and the wheel end, so that the dragging torque is reduced, and the transmission efficiency is improved. Similarly, in the mode that the second motor drives the vehicle independently, the disconnection of the connection disconnection unit can cut off the connection between the crankshaft of the engine and the wheel end, and the sliding shaft sleeve of the first synchronizer is in the middle position to cut off the connection between the rotor of the first motor and the wheel end, so that the dragging torque is reduced, and the transmission efficiency is improved. Under the engine individual drive mode, the slip axle sleeve of second synchronous ware is in the intermediate position and cuts off the rotor of second motor and the connection of wheel end, when first motor need not generate electricity, and the slip axle sleeve of steerable first synchronous ware is in the intermediate position, and then cuts off the rotor of first motor and the connection of wheel end, reduces and drags the moment of torsion, improves transmission efficiency.
The system only adopts one connection disconnection unit (such as a clutch) and two synchronizers, and compared with the combination of the synchronizers and the two clutches in the prior art, one control element is reduced, so that the control is convenient, the system cost is saved, the system failure rate is reduced, and the reliability of the system is improved.
Drawings
FIG. 1 is a schematic block diagram of a hybrid drive system according to a first embodiment of the present invention;
FIG. 2 is a schematic block diagram of a hybrid drive system provided in accordance with a second embodiment of the present invention;
FIG. 3 is a schematic block diagram of a hybrid drive system provided in accordance with a third embodiment of the present invention;
fig. 4 is a schematic diagram of a hybrid drive system according to a fourth embodiment of the present invention.
The reference numerals in the specification are as follows:
1. an engine; 2. a first motor; 3. a second motor; 4. a connection disconnection unit; 5. a first shaft; 6. a second shaft; 7. a third axis; 8. a 1 st gear driving gear of the first motor; 9. a 2 nd gear driving gear of the first motor; 10. a 1 st gear driving gear of the second motor; 11. a second motor 2 nd gear driving gear; 12. a 1 st gear driven gear; 13. a 2 nd gear driven gear; 14. a main reduction driving gear; 15. a driving reduction driven gear; 16. a differential mechanism; s1, a first synchronizer; s2, and a second synchronizer.
Detailed Description
In order to make the technical problems, technical solutions and advantageous effects solved by the present invention more clearly apparent, the present invention 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 invention and are not intended to limit the invention.
The invention provides a hybrid power driving system which comprises an engine, a first motor, a second motor, a connection disconnection unit and a transmission.
The derailleur includes primary shaft, secondary shaft, third axle, first synchronous ware, second synchronous ware, the 1 st fender driving gear of first motor, the 2 nd fender driving gear of first motor, the 1 st fender driving gear of second motor, the 2 nd fender driving gear of second motor, the 1 st fender driven gear, the 2 nd fender driven gear, the main driven gear that subtracts and main driven gear that subtracts.
The first shaft is connected between the engine and the first motor, and the connection disconnection unit is disposed on the first shaft for selectively engaging or disengaging the engine and the first motor. The second motor is connected with the second shaft.
The first motor 1 st keeps off a position driving gear and the first motor 2 nd fender position driving gear sets up on the primary shaft, the second motor 1 st keeps off a position driving gear and the setting of second motor 2 nd fender position driving gear is in on the secondary shaft, 1 st keeps off a position driven gear, 2 nd keeps off a position driven gear and main reduction driving gear setting and is in on the third shaft.
The first synchronizer is arranged on the first shaft and is positioned between the 1 st gear driving gear of the first motor and the 2 nd gear driving gear of the first motor. At the moment, the 1 st gear driving gear of the first motor and the 2 nd gear driving gear of the first motor are sleeved on the first shaft in an empty mode. The first synchronizer can be selectively connected with or disconnected from the first motor 1 st gear driving gear and the first motor 2 nd gear driving gear.
In some embodiments, the second synchronizer is disposed on the second shaft between the second electric machine 1 st gear drive gear and the second electric machine 2 nd gear drive gear. At the moment, the second motor 1 st gear driving gear and the second motor 2 nd gear driving gear are sleeved on the second shaft in an empty mode, and the 1 st gear driven gear, the 2 nd gear driven gear and the main reduction driving gear are fixedly connected to the third shaft. At this time, there may be two spatial arrangements: the first kind is, second axle and third axle parallel arrangement are in the both sides of first axle, first motor 1 st keep off the position driving gear simultaneously with 1 st keep off position driven gear and the meshing of second motor 1 st keep off the position driving gear, first motor 2 nd keep off the position driving gear simultaneously with 2 nd keep off position driven gear and the meshing of second motor 2 nd keep off the position driving gear, main subtract the driving gear with main subtract the driven gear meshing. The second kind is, first axle and third axle parallel arrangement are in the both sides of second axle, second motor 1 st fender position driving gear simultaneously with first motor 1 st fender position driving gear and 1 st fender position driven gear mesh, second motor 2 nd fender position driving gear simultaneously with first motor 2 nd fender position driving gear and 2 nd fender position driven gear mesh, main subtract the driving gear with main subtract driven gear mesh.
In some embodiments, the second synchronizer is disposed on the third shaft between the 1 st and 2 nd gear driven gears. At the moment, the 1 st gear driven gear and the 2 nd gear driven gear are sleeved on the third shaft in an empty mode, the main reduction driving gear is fixed on the third shaft, and the 1 st gear driving gear of the second motor and the 2 nd gear driving gear of the second motor are fixed on the second shaft. At this time, there may be two spatial arrangements: the first kind is, second axle and third axle parallel arrangement are in the both sides of first axle, first motor 1 st keep off the position driving gear simultaneously with 1 st keep off position driven gear and the meshing of second motor 1 st keep off the position driving gear, first motor 2 nd keep off the position driving gear simultaneously with 2 nd keep off position driven gear and the meshing of second motor 2 nd keep off the position driving gear, main subtract the driving gear with main subtract the driven gear meshing. The second kind is, first axle and third axle parallel arrangement are in the both sides of second axle, second motor 1 st fender position driving gear simultaneously with first motor 1 st fender position driving gear and the meshing of 1 st fender position driven gear, second motor 2 nd fender position driving gear 2 simultaneously with first motor 2 nd fender position driving gear and keep off the meshing of driven gear, main subtract the driving gear with main subtract the driven gear meshing.
The utility model provides a hybrid drive system, second motor and engine are arranged side by side, have eliminated the restriction with engine matched with fitting surface, can increase the external diameter of second 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. Further, since the first motor is disposed coaxially with the engine, the structure of the side surface can be reduced, and the mountability can be improved.
In addition, the connection and disconnection unit is arranged on the first shaft, and the first shaft is connected between the engine and the first motor, so that the connection and disconnection unit is positioned behind a crankshaft of the engine; on the other hand, the arrangement mode has the advantages of less parts, simple and compact structure and low manufacturing cost, can realize various driving modes, such as a double-motor common driving mode in a pure electric mode, and improves the dynamic property of the vehicle in the pure electric mode. Through the combined action of the connection disconnection unit, the first synchronizer and the second synchronizer, the system has two gear selections when the second motor is driven independently in the pure electric mode, the double motors are driven in the pure electric mode and the three power sources are driven during emergency acceleration, and the working range of the system is greatly enlarged while the dynamic property of the system is improved.
In addition, under the mode that the first motor drives the vehicle alone, the disconnection of the connection disconnection unit can cut off the connection between the crankshaft of the engine and the wheel end, and the sliding shaft sleeve of the second synchronizer is in the middle position to cut off the connection between the rotor of the second motor and the wheel end, so that the dragging torque is reduced, and the transmission efficiency is improved. Similarly, in the mode that the second motor drives the vehicle independently, the disconnection of the connection disconnection unit can cut off the connection between the crankshaft of the engine and the wheel end, and the sliding shaft sleeve of the first synchronizer is in the middle position to cut off the connection between the rotor of the first motor and the wheel end, so that the dragging torque is reduced, and the transmission efficiency is improved. Under the engine individual drive mode, the slip axle sleeve of second synchronous ware is in the intermediate position and cuts off the rotor of second motor and the connection of wheel end, when first motor need not generate electricity, and the slip axle sleeve of steerable first synchronous ware is in the intermediate position, and then cuts off the rotor of first motor and the connection of wheel end, reduces and drags the moment of torsion, improves transmission efficiency.
The hybrid power driving system only adopts one connection and disconnection unit (such as a clutch) and two synchronizers, and compared with the combination of the synchronizers and the two clutches in the prior art, one control element is reduced, so that the control is convenient, the system cost is saved, the system failure rate is reduced, and the reliability of the system is improved.
The hybrid drive system according to the embodiment of the present invention will be described in detail with reference to fig. 1 to 4.
First embodiment
As shown in fig. 1, a hybrid drive system according to a first embodiment of the present invention includes an engine 1, a first motor 2, a second motor 3, a connection/disconnection unit 4, and a transmission, where the first motor 2 is disposed coaxially with the engine 1, and the second motor 3 is disposed side by side with the engine 1. Restriction of the mating surface of the second motor 3 with the engine 1 is eliminated, and the outer diameter of the second motor 3 can be increased. Since the first motor 2 is disposed coaxially with the engine 1, the side structure can be reduced, and the mountability can be improved.
The transmission comprises a first shaft 5, a second shaft 6, a third shaft 7, a first synchronizer S1, a second synchronizer S2, a first motor 1 st gear driving gear 8, a first motor 2 nd gear driving gear 9, a second motor 1 st gear driving gear 10, a second motor 2 nd gear driving gear 11, a 1 st gear driven gear 12, a 2 nd gear driven gear 13, a main reduction driving gear 14 and a main reduction driven gear 15.
The first shaft 5 is connected between the engine 1 and the first motor 2, and the connection disconnection unit 4 is disposed on the first shaft 5 for selectively engaging or disengaging the engine 1 and the first motor 2. The connection disconnection unit 4 may employ a clutch and the like, such as a dry clutch or a wet multiplate clutch. The connection disconnection unit 4 is arranged here to disconnect the first electric machine 2 from the engine 1, enabling a two-motor drive in electric-only mode.
The second electric machine 3 is connected to the second shaft 6.
The first motor 1 st gear driving gear 8 and the first motor 2 nd gear driving gear 9 are sleeved on the first shaft 5 in an empty mode through needle bearings, the first synchronizer S1 is arranged on the first shaft 5 and located between the first motor 1 st gear driving gear 8 and the first motor 2 nd gear driving gear 9, and the first synchronizer S1 can be selectively connected with or disconnected from the first motor 1 st gear driving gear 8 and the first motor 2 nd gear driving gear 9. Specifically, when the first synchronizer S1 is engaged with the first motor 1 st gear driving gear 8, the first motor 1 st gear driving gear 8 is coupled with the first shaft 5 and integrally rotates. When the first synchronizer S1 is engaged with the first motor 2 nd gear driving gear 9, the first motor 2 nd gear driving gear 9 is coupled with the first shaft 5 and integrally rotates.
The second motor 1 st gear driving gear 10 and the second motor 2 nd gear driving gear 11 are freely sleeved on the second shaft 6 through needle bearings, the second synchronizer S2 is arranged on the second shaft 6 and located between the second motor 1 st gear driving gear 10 and the second motor 2 nd gear driving gear 11, and the second synchronizer S2 can be selectively engaged with or disengaged from the second motor 1 st gear driving gear 10 and the second motor 2 nd gear driving gear 11. Specifically, when the second synchronizer S2 is engaged with the second motor 1 st gear drive gear 10, the second motor 1 st gear drive gear 10 is coupled to and integrally rotates with the second shaft 6. When the second synchronizer S2 is engaged with the second motor 2 nd gear driving gear 11, the second motor 2 nd gear driving gear 11 is combined with the second shaft 6 and integrally rotates.
And the 1 st gear driven gear 12, the 2 nd gear driven gear 13 and the main reduction driving gear 14 are fixedly connected to the third shaft 7.
Second axle 6 and third axle 7 parallel arrangement are in the both sides of first axle 5, first motor 1 st fender position driving gear 8 simultaneously with 1 st fender position driven gear 12 and the meshing of second motor 1 st fender position driving gear 10, first motor 2 nd fender position driving gear 9 simultaneously with 2 nd fender position driven gear 13 and the meshing of second motor 2 nd fender position driving gear 11, main subtract driving gear 14 with main subtract driven gear 15 meshing.
The drive reduction driven gear 15 is provided on the case of the differential 16. The driving and driven gear 15 rotates together with the housing of the differential 16.
The connection and disconnection unit 4, the first motor 1 st gear driving gear 8, the first synchronizer S1, the first motor 2 nd gear driving gear 9 and the first motor 2 are sequentially arranged along the axis of the first shaft 5 in the direction far away from the engine 1; the second motor 1 st gear driving gear 10, the second synchronizer S2, the second motor 2 nd gear driving gear 11 and the second motor 3 are sequentially arranged along the axial line of the second shaft 6 in a direction close to and away from the engine 1; the 1 st gear driven gear 12, the main reduction driving gear 14 and the 2 nd gear driven gear 13 are sequentially arranged along the axis of the third shaft 7 in the direction away from the engine 1. The main reduction driving gear 14 is arranged between the 1 st gear driven gear 12 and the 2 nd gear driven gear 13, and axial space is saved.
The first shaft 5 is directly connected with a crankshaft of the engine 1, or the first shaft and the crankshaft are connected through a single mass flywheel, a double mass flywheel or a torsional damper.
When the hybrid drive system and the vehicle according to the first embodiment of the invention shift gears, that is, when the first synchronizer S1 or the second synchronizer S2 is engaged with the target gear, the rotation speed of the first motor 2 or the second motor 3 is correspondingly controlled to be approximately the same as that of the target gear, and then the first synchronizer S1 or the second synchronizer S2 is engaged with the target gear, so that the shock feeling during the gear shifting process is relieved.
Since the second motor 3 is arranged side by side with the engine 1, the restriction of the mating face with the engine 1 is eliminated, and the outer diameter of the second motor 3 can be increased. This eliminates the need to increase the axial length to obtain the torque and output of the first electric motor 2, and thus can improve mountability by shortening the axial length. Further, since the first motor 2 is disposed coaxially with the engine 1, the structure of the side surface can be reduced, and the mountability can be improved.
In addition, the connection and disconnection unit 4 is arranged on the first shaft 5, and the first shaft 5 is connected between the engine 1 and the first motor 2, so that the connection and disconnection unit 4 is positioned behind a crankshaft of the engine 1, on one hand, under the condition that one of the first motor 2 and the second motor 3 is damaged, the system can still drive the engine 1 to start by depending on the other motor, and the driving mode of the engine 1 is realized; on the other hand, the arrangement mode has the advantages of less parts, simple and compact structure and low manufacturing cost, can realize various driving modes, such as a double-motor common driving mode in a pure electric mode, and improves the dynamic property of the vehicle in the pure electric mode. Through the combined action of the connection disconnection unit 4, the first synchronizer S1 and the second synchronizer S2, when the second motor 3 is driven independently in the pure electric mode, the double-motor is driven in the pure electric mode and the three-power-source drive is performed during emergency acceleration, the system has two gear selections, and the working range of the system is greatly increased while the dynamic property of the system is improved.
In addition, in a mode that the first motor 2 drives the vehicle alone, the disconnection of the connection disconnection unit 4 can cut off the connection of the crankshaft of the engine 1 and the wheel end, and the sliding sleeve of the second synchronizer S2 is in the middle position to cut off the connection of the rotor of the second motor 3 and the wheel end, thereby reducing the drag torque and improving the transmission efficiency. Similarly, in the mode that the second motor 3 drives the vehicle alone, the disconnection of the connection disconnection unit 4 can disconnect the connection of the crankshaft of the engine 1 and the wheel end, and the sliding sleeve of the first synchronizer S1 is in the middle position to disconnect the rotor of the first motor 2 and the wheel end, so that the dragging torque is reduced, and the transmission efficiency is improved. Under the independent driving mode of the engine 1, the sliding shaft sleeve of the second synchronizer S2 is in the middle position to cut off the connection between the rotor of the second motor 3 and the wheel end, and when the first motor 2 does not need power generation, the sliding shaft sleeve of the first synchronizer S1 can be controlled to be in the middle position to further cut off the connection between the rotor of the first motor 2 and the wheel end, so that the dragging torque is reduced, and the transmission efficiency is improved.
In the first embodiment, the engine 1 is connected to the first motor 2 through the first transmission mechanism, and the connection and disconnection unit 4 is disposed on a transmission path of the first transmission mechanism to control connection and disconnection between the engine 1 and the first motor 2. The first transmission mechanism is a first shaft 5 as in fig. 1.
The second electric machine 3 is connected to the differential 16 through at least one transmission mechanism, and as shown in fig. 1, by selective engagement or disengagement of the first synchronizer S1 and the second synchronizer S2, the second electric machine 3 can be connected to the differential 16 through two transmission mechanisms (a second transmission mechanism or a third transmission mechanism) as follows:
a second transmission mechanism: a 1 st gear driven gear 12, a 1 st gear driving gear 8 of a first motor, a 1 st gear driving gear 10 of a second motor, a main reduction driving gear 14 and a main reduction driven gear 15;
a third transmission mechanism: a 2 nd gear driven gear 13, a first motor 2 nd gear driving gear 9, a second motor 2 nd gear driving gear 11, a main reduction driving gear 14 and a main reduction driven gear 15;
by selective engagement or disengagement of the first synchronizer S1, the power of the engine 1 and the first electric machine 2 can be connected to the differential 16 through the fourth transmission mechanism or the fifth transmission mechanism:
a fourth transmission mechanism: the gear reducer comprises a first motor 1 st gear driving gear 8, a second motor 1 st gear driving gear 10, a main reduction driving gear 14 and a main reduction driven gear 15;
a fifth transmission mechanism: the gear-shifting mechanism comprises a first motor 2 nd gear driving gear 9, a second motor 2 nd gear driving gear 11, a main reduction driving gear 14 and a main reduction driven gear 15.
In the hybrid power driving system of the first embodiment, the power transmission from the engine 1 and the first motor 2 to the differential 16 has two selectable gears, the pure electric mode has 4 selectable gears (two gears in the single motor EV and the shift mode, and two gears in the double motor EV and the shift mode), the torque of the power output of the small gear is small, the rotating speed is large, and the working requirements of the vehicle under the conditions of high-speed running and the like can be met. The gear power with a large speed ratio is output with large torque and small rotating speed, and can meet the working requirements of the automobile under the conditions of starting, ascending a slope, sudden acceleration and the like. Therefore, the hybrid drive system provided by the embodiment can meet the torque output requirement and the high-speed driving requirement of the hybrid vehicle even if the requirements on the engine 1, the first motor 2 and the second motor 3 are properly reduced, and the range of the working condition conditions to which the hybrid vehicle can adapt is expanded, and meanwhile, the working efficiency of the engine 1, the first motor 2 and the second motor 3 is further optimized. In addition, by the combined action of the disconnecting unit 4 and the first synchronizer S1 and the second synchronizer S2, the present system can realize the following driving modes: the system comprises a neutral gear parking mode, a parking power generation mode, a single-motor EV and gear shifting mode, a double-motor EV and gear shifting mode, a series driving and gear shifting mode, a parallel driving and gear shifting mode, an engine driving and gear shifting mode, an emergency accelerating and gear shifting mode, a braking energy recovery mode and a vehicle reversing mode. The method comprises the following specific steps:
1) neutral park mode
When the vehicle to which the hybrid drive system is applied is in a neutral parking mode, the engine 1, the first motor 2 and the second motor 3 of the hybrid drive system of the vehicle are disconnected from the wheel power, and in this mode, the sliding bushings of the first synchronizer S1 and the second synchronizer S2 are controlled to be in the middle positions (i.e., the first synchronizer S1 and the second synchronizer S2 are both disconnected), the connection and disconnection unit 4 is disconnected, and the engine 1, the first motor 2 and the second motor 3 are controlled to stop working. When the vehicle applied to the hybrid power driving system is in a neutral parking mode, the power connection between a power source of the hybrid power driving system and wheels is disconnected, the neutral parking function of the vehicle is achieved, and the motor and the inverter are prevented from being damaged due to overhigh potential when the vehicle needs to be towed due to vehicle failure.
2) Parking power generation mode
When the vehicle to which the two-motor hybrid drive system is applied is in a parking power generation mode, the first motor 2 generates power using power output from the engine 1 when the vehicle is stopped, to charge a battery pack of the hybrid vehicle. In the mode, the sliding shaft sleeve of the first synchronizer S1 is controlled to be in a middle position (the first synchronizer S1 is disconnected), the connection disconnection unit 4 is connected, the vehicle controller controls the first motor 2 to firstly enter a starting mode to ignite the engine 1, and then the first motor 2 enters a parking power generation mode to charge the battery pack. 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.
3) Single-motor EV and gear shifting mode
When the vehicle to which the hybrid drive system is applied is in the single-motor EV mode, the hybrid drive system preferentially drives the vehicle to run using the power output from the second motor 3, and in this mode, the second motor 3 is controlled to output power, and the engine 1 and the first motor 2 are stopped. Specifically, when the required power of the vehicle is lower than the driving power that the second electric machine 3 can provide and the battery pack has enough electric quantity, the second electric machine 3 alone drives the vehicle, the battery pack provides electric energy for the second electric machine 3, and the hybrid power driving system outputs the power output by the second electric machine 3 to the wheels. In the mode, the vehicle can select two gears to run:
1. the sliding sleeve of the first synchronizer S1 is in the middle position (the first synchronizer S1 is disconnected), the disconnection unit 4 is disconnected, the sliding sleeve of the second synchronizer S2 is engaged with the 1 st gear driving gear 10 of the second motor, and the power of the second motor 3 can be selectively transmitted to the wheel output through the second transmission mechanism.
2. The sliding sleeve of the first synchronizer S1 is in the middle position (the first synchronizer S1 is disconnected), the connection disconnection unit 4 is disconnected, the sliding sleeve of the second synchronizer S2 is engaged with the second motor 2 nd gear driving gear 11, and the power of the second motor 3 can be selectively transmitted to the wheel output through the third transmission mechanism.
In this mode, the first motor 2 may be driven alone, and the engine 1 and the second motor 3 may be stopped by controlling the first motor 2 to output power. Specifically, when the required power of the vehicle is lower than the driving power that can be provided by the first electric machine 2 and the battery pack is sufficient in electric quantity, the first electric machine 2 alone drives the vehicle, the battery pack provides electric energy for the first electric machine 2, and the hybrid power driving system outputs the power output by the first electric machine 2 to the wheels. The sliding bush of the second synchronizer S2 is at the intermediate position (the second synchronizer S2 is off), the connection disconnection unit 4 is disconnected, and the power of the first motor 2 can be selectively transmitted to the wheel output through the fourth transmission mechanism or the fifth transmission mechanism by the left-right motion of the sliding bush of the first synchronizer S1.
The sliding bush of the first synchronizer S1 is at the intermediate position (the first synchronizer S1 is disconnected), the connection disconnection unit 4 is disconnected, and the power of the second motor 3 can be selectively transmitted to the wheel output through the second transmission mechanism or the third transmission mechanism by the left-right action of the sliding bush of the second synchronizer S2.
4) Dual-motor EV and gear shifting mode
When the vehicle to which the hybrid drive system is applied is in a dual-motor EV mode, the hybrid drive system drives the vehicle to run by using the power output by the second motor 3 and the power output by the first motor 2, and in this mode, the second motor 3 and the first motor 2 are controlled to output power, and the engine 1 stops operating. Specifically, when the required power of the vehicle is higher than the driving power provided by the second electric machine 3 and lower than the superposed power of the two electric machines, and the electric quantity of the battery pack is enough, the battery pack provides electric energy for the first electric machine 2 and the second electric machine 3, and the second electric machine 3 and the first electric machine 2 of the hybrid power driving system jointly drive the vehicle. The vehicle can select two gears to run by the left and right actions of the sliding sleeves of the first synchronizer S1 and the second synchronizer S2:
1. the sliding shaft sleeve of the first synchronizer S1 is connected with the first motor 1 st gear driving gear 8 or the first motor 2 nd gear driving gear 9, the connection and disconnection unit 4 is disconnected, the sliding shaft sleeve of the second synchronizer S2 is connected with the second motor 1 st gear driving gear 10, and the power of the second motor 3 can be selectively transmitted to the wheel output through the second transmission mechanism. The power of the first electric machine 2 and the second electric machine 3 is coupled on a first shaft 5.
2. The sliding shaft sleeve of the first synchronizer S1 is connected with the 1 st gear driving gear 8 of the first motor or the 2 nd gear driving gear 9 of the first motor, the connection and disconnection unit 4 is disconnected, the sliding shaft sleeve of the second synchronizer S2 is connected with the 2 nd gear driving gear 11 of the second motor, and the power of the second motor 3 can be selectively transmitted to the wheel output through the third transmission mechanism. The power of the first electric machine 2 and the second electric machine 3 is coupled on a first shaft 5.
5) Series drive and shift pattern
When the vehicle to which the hybrid drive system is applied is in a series drive and shift mode, the hybrid drive system charges a battery pack of the hybrid vehicle by using the power output by the engine 1, and drives the vehicle to run by using the power output by the second motor 3. In this mode, the engine 1 is controlled to drive the first motor 2 to perform power generation operation, and the second motor 3 performs power output operation. When the vehicle runs at a low speed for a long time (for example, under a congested road condition), the connection and disconnection unit 4 cannot be combined due to the limitation of the mechanical speed ratio and the lowest working 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 power drive system outputs the power of the second motor 3 to the wheels. The engine 1 drives the first motor 2 to generate power through the first transmission mechanism, the sliding shaft sleeve of the first synchronizer S1 is in the middle position, the sliding shaft sleeve of the second synchronizer S2 slides left and right, and the power of the second motor 3 can be transmitted to the wheels through the second transmission mechanism or the third transmission mechanism to be output.
6) Parallel drive and shift pattern
When the vehicle applied to the hybrid power driving system is in a parallel connection and gear shifting mode, the power output by the engine 1 and the second motor 3 is used for driving the vehicle to run, and meanwhile, the first motor 2 is used for generating power to charge a battery pack of the hybrid power vehicle. In the mode, the engine 1 and the second motor 3 are controlled to output power, the first motor 2 generates power and controls the second motor 3 to work, the connection and disconnection unit 4 is controlled to be connected, and the sliding shaft sleeve of the second synchronizer S2 slides left and right, so that the first gear or second gear shifting function of the hybrid power driving system is realized. Specifically, the connection and disconnection unit 4 is controlled to be connected, the sliding shaft sleeve of the first synchronizer S1 is connected with the first motor 1 st gear driving gear 8 or the first motor 2 nd gear driving gear 9, and the sliding shaft sleeve of the second synchronizer S2 is connected with the second motor 1 st gear driving gear 10 to realize the first gear function in the mode; and controlling the connection and disconnection unit 4 to be connected, connecting a sliding shaft sleeve of the first synchronizer S1 with a 1 st gear driving gear 8 of the first motor or a 2 nd gear driving gear 9 of the first motor, and connecting a sliding shaft sleeve of the second synchronizer S2 with a 2 nd gear driving gear 11 of the second motor to realize a two-gear function in the mode. Under the working condition, the power part of the engine 1 and the second motor 3 directly participate in driving, and the rest part is used for charging the battery after being generated by the first motor 2. Under certain conditions, such as long distance climbing, 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 needs to be controlled by the vehicle controller to enter the working mode.
7) Engine drive and shift pattern
When a vehicle applied to the hybrid power driving system is in an engine driving and gear shifting mode, the hybrid power driving system drives the vehicle to run by using power output by the engine 1 and performs a gear shifting function, the engine 1 is controlled to perform power output work in the mode, the connection disconnection unit 4 is connected, the first motor 2 is started to drive the engine 1 to start, the sliding shaft sleeve of the second synchronizer S2 is located at a middle position, and the first gear or second gear shifting function of the system is realized by sliding the sliding shaft sleeve of the first synchronizer S1 left and right. Specifically, the connection and disconnection unit 4 is controlled to be connected, the sliding sleeve of the first synchronizer S1 is controlled to be connected with the first motor 1 st gear driving gear 8 to realize the first gear function in the mode, and the sliding sleeve of the first synchronizer S1 is controlled to be connected with the first motor 2 nd gear driving gear 9 to realize the second gear function in the mode. In addition, the redundant power of the engine 1 can charge the battery pack through the first motor 2, when the vehicle engine driving and gear shifting mode applied to the hybrid power driving system operates, the mechanical efficiency of the vehicle is greater than the electrical efficiency, for example, the vehicle is driven under the high-speed cruising working condition, and the engine 1 outputs power to drive the vehicle, so that the high-efficiency output of the hybrid power driving system is realized.
8) Fast acceleration and shift mode
When the vehicle applied to the hybrid power driving system is in a rapid acceleration and gear shifting mode, the hybrid power driving system drives the vehicle to run and perform a gear shifting function by using the power output by the engine 1, the second motor 3 and the first motor 2, controls the engine 1, the first motor 2 and the second motor 3 to perform power output work under the mode, controls the first motor 2 or the second motor 3, further controls the sliding shaft sleeves of the connection disconnection unit 4, the first synchronizer S1 and the second synchronizer S2 to slide left and right, and realizes the gear shifting function of two gears of the hybrid power driving system:
1. the sliding shaft sleeve of the first synchronizer S1 is connected with the first motor 1 st gear driving gear 8 or the first motor 2 nd gear driving gear 9, the connection and disconnection unit 4 is disconnected, the sliding shaft sleeve of the second synchronizer S2 is connected with the second motor 1 st gear driving gear 10, and the power of the second motor 3 can be selectively transmitted to the wheel output through the second transmission mechanism. The power of the first electric machine 2, the engine 1 and the second electric machine 3 is coupled on a first shaft 5.
2. The sliding shaft sleeve of the first synchronizer S1 is connected with the 1 st gear driving gear 8 of the first motor or the 2 nd gear driving gear 9 of the first motor, the connection and disconnection unit 4 is disconnected, the sliding shaft sleeve of the second synchronizer S2 is connected with the 2 nd gear driving gear 11 of the second motor, and the power of the second motor 3 can be selectively transmitted to the wheel output through the third transmission mechanism. The power of the first electric machine 2, the engine 1 and the second electric machine 3 is coupled on a first shaft 5.
When a vehicle applied to the hybrid power driving system needs a rapid acceleration mode and the required power of the vehicle is greater than the efficiency optimization power of the engine 1, the first motor 2 and the second motor 3 work together to output power to drive the vehicle, so that the power of the hybrid power driving system is output to the maximum.
9) Braking deceleration energy recovery mode
When the vehicle to which the hybrid drive system is applied is in a braking deceleration energy recovery mode, the vehicle control unit determines that the first electric machine 2 and/or the second electric machine 3 performs energy recovery during vehicle braking according to the engagement state of the connection and disconnection unit 4, 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 is applied is in a braking deceleration mode, the motor controller of the hybrid drive system controls the first motor 2 and/or the second motor 3 to recover energy and charge the battery pack when the vehicle brakes.
10) Vehicle reverse mode
The speed is lower when backing a car, preferably, backing a car of this system leans on second motor 3 reversal to realize, and if whole car torque demand is great, for example when backing a car on the ramp, also can select to drive the vehicle by first motor 2 and second motor 3 reversal jointly and back a car.
The disconnection unit 4 is disconnected, the second motor 3 reverses to realize the vehicle function of backing a car, and according to the demand moment of torsion difference, through the horizontal slip of the slip axle sleeve of second synchronous ware S2, can realize two fender position switches under the mode of backing a car:
1. the sliding shaft sleeve of the first synchronizer S1 is in a middle position, the connection disconnection unit 4 is disconnected, the sliding shaft sleeve of the second synchronizer S2 is connected with the 1 st gear driving gear 10 of the second motor, and the power of the second motor 3 can be selectively transmitted to the wheel output through the second transmission mechanism.
2. The sliding shaft sleeve of the first synchronizer S1 is in the middle position, the connection disconnection unit 4 is disconnected, the sliding shaft sleeve of the second synchronizer S2 is connected with the second motor 2 nd gear driving gear 11, and the power of the second motor 3 can be selectively transmitted to the wheel output through the third transmission mechanism.
And once selecting, the first motor 2 can also independently drive the vehicle to back, further, the connection disconnection unit 4 is disconnected, the sliding shaft sleeve of the second synchronizer S2 is positioned in the middle position, the first motor 2 reverses to realize the function of backing the vehicle, and according to different required torques, the two gears can be switched through the left-right sliding of the sliding shaft sleeve of the first synchronizer S1 in the backing mode.
In the above driving mode, when the gear is shifted, that is, when the sliding bush of the first synchronizer S1 or the first synchronizer S1 is engaged with the target gear, the rotation speed of the first motor 2 or the second motor 3 is correspondingly controlled to be approximately the same as the rotation speed of the target gear, and then the sliding bush is engaged with the target gear, so that the impact feeling during the gear shifting process is relieved.
Second embodiment
As shown in fig. 2, a hybrid drive system according to a second embodiment of the present invention includes an engine 1, a first motor 2, a second motor 3, a connection/disconnection unit 4, and a transmission, where the first motor 2 is disposed coaxially with the engine 1, and the second motor 3 is disposed side by side with the engine 1. Restriction of the mating surface of the second motor 3 with the engine 1 is eliminated, and the outer diameter of the second motor 3 can be increased. Since the first motor 2 is disposed coaxially with the engine 1, the side structure can be reduced, and the mountability can be improved.
The transmission comprises a first shaft 5, a second shaft 6, a third shaft 7, a first synchronizer S1, a second synchronizer S2, a first motor 1 st gear driving gear 8, a first motor 2 nd gear driving gear 9, a second motor 1 st gear driving gear 10, a second motor 2 nd gear driving gear 11, a 1 st gear driven gear 12, a 2 nd gear driven gear 13, a main reduction driving gear 14 and a main reduction driven gear 15.
The first shaft 5 is connected between the engine 1 and the first motor 2, and the connection disconnection unit 4 is disposed on the first shaft 5 for selectively engaging or disengaging the engine 1 and the first motor 2.
The second electric machine 3 is connected to the second shaft 6.
First motor 1 st fender position driving gear 8 and first motor 2 nd fender position driving gear 9 empty sleeve are in on the primary shaft 5, first synchronizer S1 sets up on the primary shaft 5 and be located between first motor 1 st fender position driving gear 8 and the first motor 2 nd fender position driving gear 9, first synchronizer S1 can selectively with first motor 1 st fender position driving gear 8 and the engagement of first motor 2 nd fender position driving gear 9 or disconnection.
And the 1 st gear driving gear 10 of the second motor and the 2 nd gear driving gear 11 of the second motor are fixed on the second shaft 6.
The 1 st gear driven gear 12 and the 2 nd gear driven gear 13 are empty and sleeved on the third shaft 7, the main reduction driving gear 14 is fixed on the third shaft 7, the second synchronizer S2 is arranged on the third shaft 7 and is positioned between the 1 st gear driven gear 12 and the 2 nd gear driven gear 13, and the second synchronizer S2 can be selectively engaged with or disengaged from the 1 st gear driven gear 12 and the 2 nd gear driven gear 13. Since the third shaft 7 has a low rotation speed with respect to the second shaft 6, the second synchronizer S2 is disposed on the third shaft 7, and the second synchronizer S2 has a low rotation speed difference when engaged, facilitating stable engagement of the second synchronizer S2.
Second axle 6 and third axle 7 parallel arrangement are in the both sides of first axle 5, first motor 1 st fender position driving gear 8 simultaneously with 1 st fender position driven gear 12 and the meshing of second motor 1 st fender position driving gear 10, first motor 2 nd fender position driving gear 9 simultaneously with 2 nd fender position driven gear 13 and the meshing of second motor 2 nd fender position driving gear 11, main subtract driving gear 14 with main subtract driven gear 15 meshing.
In the second embodiment, the disconnecting unit 4, the first motor 1 st gear driving gear 8, the first synchronizer S1, the first motor 2 nd gear driving gear 9 and the first motor 2 are sequentially arranged along the axis of the first shaft 5 in a direction away from the engine 1; the second motor 1 st gear driving gear 10, the second synchronizer S2, the second motor 2 nd gear driving gear 11 and the second motor 3 are sequentially arranged along the axial line of the second shaft 6 in a direction close to and away from the engine 1; the 1 st gear driven gear 12, the 2 nd gear driven gear 13 and the main reduction driving gear 14 are sequentially arranged along the axis of the third shaft 7 in the direction away from the engine 1.
This connection type hybrid drive system has four gear selections in the drive mode of the engine 1.
Third embodiment
As shown in fig. 3, a hybrid drive system according to a third embodiment of the present invention includes an engine 1, a first motor 2, a second motor 3, a connection/disconnection unit 4, and a transmission, where the first motor 2 is disposed coaxially with the engine 1, and the second motor 3 is disposed side by side with the engine 1. Restriction of the mating surface of the second motor 3 with the engine 1 is eliminated, and the outer diameter of the second motor 3 can be increased. Since the first motor 2 is disposed coaxially with the engine 1, the side structure can be reduced, and the mountability can be improved.
The transmission comprises a first shaft 5, a second shaft 6, a third shaft 7, a first synchronizer S1, a second synchronizer S2, a first motor 1 st gear driving gear 8, a first motor 2 nd gear driving gear 9, a second motor 1 st gear driving gear 10, a second motor 2 nd gear driving gear 11, a 1 st gear driven gear 12, a 2 nd gear driven gear 13, a main reduction driving gear 14 and a main reduction driven gear 15.
The first shaft 5 is connected between the engine 1 and the first motor 2, and the connection disconnection unit 4 is disposed on the first shaft 5 for selectively engaging or disengaging the engine 1 and the first motor 2.
The second electric machine 3 is connected to the second shaft 6.
First motor 1 st fender position driving gear 8 and first motor 2 nd fender position driving gear 9 empty sleeve are in on the primary shaft 5, first synchronizer S1 sets up on the primary shaft 5 and be located between first motor 1 st fender position driving gear 8 and the first motor 2 nd fender position driving gear 9, first synchronizer S1 can selectively with first motor 1 st fender position driving gear 8 and the engagement of first motor 2 nd fender position driving gear 9 or disconnection.
Second motor 1 st fender driving gear 10 and second motor 2 nd fender driving gear 11 empty sleeve are in on the second shaft 6, second synchronizer S2 sets up on the second shaft 6 and be located between second motor 1 st fender driving gear 10 and the second motor 2 nd fender driving gear 11, second synchronizer S2 can selectively with second motor 1 st fender driving gear 10 and the engagement of second motor 2 nd fender driving gear 11 or disconnection.
And the 1 st gear driven gear 12, the 2 nd gear driven gear 13 and the main reduction driving gear 14 are fixedly connected to the third shaft 7.
First axle 5 and third axle 7 parallel arrangement are in the both sides of second axle 6, second motor 1 st gear driving gear 10 simultaneously with first motor 1 st gear driving gear 8 and 1 st gear driven gear 12 mesh, second motor 2 nd gear driving gear 11 simultaneously with first motor 2 nd gear driving gear 9 and 2 nd gear driven gear 13 mesh, main subtract driving gear 14 with main subtract driven gear 15 mesh.
The connection and disconnection unit 4, the first motor 1 st gear driving gear 8, the first synchronizer S1, the first motor 2 nd gear driving gear 9 and the first motor 2 are sequentially arranged along the axis of the first shaft 5 in the direction far away from the engine 1; the second motor 1 st gear driving gear 10, the second synchronizer S2, the second motor 2 nd gear driving gear 11 and the second motor 3 are sequentially arranged along the axial line of the second shaft 6 in a direction close to and away from the engine 1; the 1 st gear driven gear 12, the main reduction driving gear 14 and the 2 nd gear driven gear 13 are sequentially arranged along the axis of the third shaft 7 in the direction away from the engine 1. The main reduction driving gear 14 is arranged between the 1 st gear driven gear 12 and the 2 nd gear driven gear 13, and axial space is saved.
Compared with the first embodiment, in the third embodiment, the transmission route to the wheel end is shorter when the second motor 3 is driven, and the transmission efficiency is higher.
Fourth embodiment
As shown in fig. 3, a hybrid drive system according to a third embodiment of the present invention includes an engine 1, a first motor 2, a second motor 3, a connection/disconnection unit 4, and a transmission, where the first motor 2 is disposed coaxially with the engine 1, and the second motor 3 is disposed side by side with the engine 1. Restriction of the mating surface of the second motor 3 with the engine 1 is eliminated, and the outer diameter of the second motor 3 can be increased. Since the first motor 2 is disposed coaxially with the engine 1, the side structure can be reduced, and the mountability can be improved.
The transmission comprises a first shaft 5, a second shaft 6, a third shaft 7, a first synchronizer S1, a second synchronizer S2, a first motor 1 st gear driving gear 8, a first motor 2 nd gear driving gear 9, a second motor 1 st gear driving gear 10, a second motor 2 nd gear driving gear 11, a 1 st gear driven gear 12, a 2 nd gear driven gear 13, a main reduction driving gear 14 and a main reduction driven gear 15.
The first shaft 5 is connected between the engine 1 and the first motor 2, and the connection disconnection unit 4 is disposed on the first shaft 5 for selectively engaging or disengaging the engine 1 and the first motor 2.
The second electric machine 3 is connected to the second shaft 6.
First motor 1 st fender position driving gear 8 and first motor 2 nd fender position driving gear 9 empty sleeve are in on the primary shaft 5, first synchronizer S1 sets up on the primary shaft 5 and be located between first motor 1 st fender position driving gear 8 and the first motor 2 nd fender position driving gear 9, first synchronizer S1 can selectively with first motor 1 st fender position driving gear 8 and the engagement of first motor 2 nd fender position driving gear 9 or disconnection. Since the third shaft 7 has a low rotation speed with respect to the second shaft 6, the second synchronizer S2 is disposed on the third shaft 7, and the second synchronizer S2 has a low rotation speed difference when engaged, facilitating stable engagement of the second synchronizer S2.
The second motor 1 st gear driving gear 10 and the second motor 2 nd gear driving gear 11 are fixed on the second shaft 6;
the 1 st gear driven gear 12 and the 2 nd gear driven gear 13 are empty and sleeved on the third shaft 7, the main reduction driving gear 14 is fixed on the third shaft 7, the second synchronizer S2 is arranged on the third shaft 7 and is positioned between the 1 st gear driven gear 12 and the 2 nd gear driven gear 13, and the second synchronizer S2 can be selectively engaged with or disengaged from the 1 st gear driven gear 12 and the 2 nd gear driven gear 13.
First axle 5 and third axle 7 parallel arrangement are in the both sides of second axle 6, second motor 1 st fender driving gear 10 simultaneously with first motor 1 st fender driving gear 8 and the meshing of 1 st fender driven gear 12, second motor 2 nd fender driving gear 11 simultaneously with first motor 2 nd fender driving gear 9 and keep off the driven gear meshing, main driving gear 14 that subtracts with main driven gear 15 meshing that subtracts.
The connection and disconnection unit 4, the first motor 1 st gear driving gear 8, the first synchronizer S1, the first motor 2 nd gear driving gear 9 and the first motor 2 are sequentially arranged along the axis of the first shaft 5 in the direction far away from the engine 1; the second motor 1 st gear driving gear 10, the second motor 2 nd gear driving gear 11 and the second motor 3 are sequentially arranged along the axial line of the second shaft 6 in a direction close to and away from the engine 1; the 1 st gear driven gear 12, the second synchronizer S2, the 2 nd gear driven gear 13 and the main reduction driving gear 14 are sequentially arranged along the axis of the third shaft 7 in a direction away from the engine 1.
The hybrid drive system of fig. 4 has four gear selections in the drive mode of the engine 1.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents and improvements made within the spirit and principle of the present invention are intended to be included within the scope of the present invention.

Claims (5)

1. A hybrid power driving system is characterized by comprising an engine, a first motor, a second motor, a connection and disconnection unit and a transmission, wherein the first motor and the engine are coaxially arranged, and the second motor and the engine are arranged side by side;
the transmission comprises a first shaft, a second shaft, a third shaft, a first synchronizer, a second synchronizer, a first motor 1 st gear driving gear, a first motor 2 nd gear driving gear, a second motor 1 st gear driving gear, a second motor 2 nd gear driving gear, a 1 st gear driven gear, a 2 nd gear driven gear, a main reduction driving gear and a main reduction driven gear;
the first shaft is connected between the engine and the first motor, and the connection disconnection unit is arranged on the first shaft and used for selectively connecting or disconnecting the engine and the first motor;
the second motor is connected with the second shaft;
the first motor 1 st gear driving gear and the first motor 2 nd gear driving gear are sleeved on the first shaft in an idle mode, the first synchronizer is arranged on the first shaft and located between the first motor 1 st gear driving gear and the first motor 2 nd gear driving gear, and the first synchronizer can be selectively connected with or disconnected from the first motor 1 st gear driving gear and the first motor 2 nd gear driving gear;
the 1 st gear driving gear of the second motor and the 2 nd gear driving gear of the second motor are fixed on the second shaft;
the 1 st gear driven gear and the 2 nd gear driven gear are sleeved on the third shaft in a hollow mode, the main reduction driving gear is fixed on the third shaft, the second synchronizer is arranged on the third shaft and located between the 1 st gear driven gear and the 2 nd gear driven gear, and the second synchronizer can be selectively connected with or disconnected from the 1 st gear driven gear and the 2 nd gear driven gear;
the second shaft and the third shaft are arranged on two sides of the first shaft in parallel, the 1 st gear driving gear of the first motor is meshed with the 1 st gear driven gear and the 1 st gear driving gear of the second motor at the same time, the 2 nd gear driving gear of the first motor is meshed with the 2 nd gear driven gear and the 2 nd gear driving gear of the second motor at the same time, and the main reduction driving gear is meshed with the main reduction driven gear;
the connection and disconnection unit, the first motor 1 st gear driving gear, the first synchronizer, the first motor 2 nd gear driving gear and the first motor are sequentially arranged along the axis of the first shaft in the direction far away from the engine.
2. The hybrid drive system of claim 1, wherein the second electric machine 1 st gear drive gear, the second electric machine 2 nd gear drive gear, and the second electric machine are sequentially arranged along the axis of the second shaft in a direction toward and away from the engine;
the 1 st gear driven gear, the second synchronizer, the 2 nd gear driven gear and the main reduction driving gear are sequentially arranged along the axis of the third shaft in the direction far away from the engine.
3. A hybrid power driving system is characterized by comprising an engine, a first motor, a second motor, a connection and disconnection unit and a transmission, wherein the first motor and the engine are coaxially arranged, and the second motor and the engine are arranged side by side;
the transmission comprises a first shaft, a second shaft, a third shaft, a first synchronizer, a second synchronizer, a first motor 1 st gear driving gear, a first motor 2 nd gear driving gear, a second motor 1 st gear driving gear, a second motor 2 nd gear driving gear, a 1 st gear driven gear, a 2 nd gear driven gear, a main reduction driving gear and a main reduction driven gear;
the first shaft is connected between the engine and the first motor, and the connection disconnection unit is arranged on the first shaft and used for selectively connecting or disconnecting the engine and the first motor;
the second motor is connected with the second shaft;
the first motor 1 st gear driving gear and the first motor 2 nd gear driving gear are sleeved on the first shaft in an idle mode, the first synchronizer is arranged on the first shaft and located between the first motor 1 st gear driving gear and the first motor 2 nd gear driving gear, and the first synchronizer can be selectively connected with or disconnected from the first motor 1 st gear driving gear and the first motor 2 nd gear driving gear;
the 1 st gear driving gear of the second motor and the 2 nd gear driving gear of the second motor are fixed on the second shaft;
the 1 st gear driven gear and the 2 nd gear driven gear are sleeved on the third shaft in a hollow mode, the main reduction driving gear is fixed on the third shaft, the second synchronizer is arranged on the third shaft and located between the 1 st gear driven gear and the 2 nd gear driven gear, and the second synchronizer can be selectively connected with or disconnected from the 1 st gear driven gear and the 2 nd gear driven gear;
the first shaft and the third shaft are arranged on two sides of the second shaft in parallel, the second motor 1 st gear driving gear is meshed with the first motor 1 st gear driving gear and the first motor 1 st gear driven gear at the same time, the second motor 2 nd gear driving gear is meshed with the first motor 2 nd gear driving gear and the first motor 2 nd gear driven gear at the same time, and the main reducing driving gear is meshed with the main reducing driven gear;
the connection and disconnection unit, the first motor 1 st gear driving gear, the first synchronizer, the first motor 2 nd gear driving gear and the first motor are sequentially arranged along the axis of the first shaft in the direction far away from the engine.
4. The hybrid drive system of claim 3, wherein the second electric machine 1 st gear drive gear, the second electric machine 2 nd gear drive gear, and the second electric machine are sequentially arranged along the axis of the second shaft in a direction away from the engine;
the 1 st gear driven gear, the second synchronizer, the 2 nd gear driven gear and the main reduction driving gear are sequentially arranged along the axis of the third shaft in the direction far away from the engine.
5. A vehicle characterized by comprising the hybrid drive system of any one of claims 1 to 4.
CN201811457001.3A 2018-11-30 2018-11-30 Hybrid power driving system and vehicle Active CN111251866B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201811457001.3A CN111251866B (en) 2018-11-30 2018-11-30 Hybrid power driving system and vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN201811457001.3A CN111251866B (en) 2018-11-30 2018-11-30 Hybrid power driving system and vehicle

Publications (2)

Publication Number Publication Date
CN111251866A CN111251866A (en) 2020-06-09
CN111251866B true CN111251866B (en) 2022-01-07

Family

ID=70943796

Family Applications (1)

Application Number Title Priority Date Filing Date
CN201811457001.3A Active CN111251866B (en) 2018-11-30 2018-11-30 Hybrid power driving system and vehicle

Country Status (1)

Country Link
CN (1) CN111251866B (en)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113954618A (en) * 2021-03-02 2022-01-21 长城汽车股份有限公司 Dual-motor hybrid power system and hybrid electric vehicle
CN113085531A (en) * 2021-04-30 2021-07-09 绿传(北京)汽车科技股份有限公司 Multi-mode hybrid power transmission device and vehicle comprising same
CN113085532A (en) * 2021-04-30 2021-07-09 绿传(北京)汽车科技股份有限公司 Multi-mode hybrid power transmission device and vehicle comprising same
CN113085530A (en) * 2021-04-30 2021-07-09 绿传(北京)汽车科技股份有限公司 Multi-mode hybrid power transmission device and vehicle comprising same
CN113415149A (en) * 2021-06-30 2021-09-21 湖南海博瑞德电智控制技术有限公司 Hybrid power system suitable for four-wheel drive automobile
CN113400932A (en) * 2021-07-28 2021-09-17 奇瑞汽车股份有限公司 Power system and control method of pure electric vehicle

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102878255A (en) * 2012-09-29 2013-01-16 长城汽车股份有限公司 Hybrid drive transmission system and hybrid drive automobile with same
CN203331814U (en) * 2013-07-17 2013-12-11 合肥工业大学 Power coupler for oil-electric hybrid power road sweeper
CN108116215A (en) * 2016-11-28 2018-06-05 上海汽车集团股份有限公司 A kind of automobile-used double-motor hybrid drive system

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9168918B2 (en) * 2012-06-05 2015-10-27 Hyundai Motor Company Power transmitting apparatus for vehicle
KR101916073B1 (en) * 2016-10-21 2018-11-07 현대자동차 주식회사 Power transmission system of hybrid electric vehicle
CN207809033U (en) * 2017-12-29 2018-09-04 比亚迪股份有限公司 Hybrid electric drive system and vehicle
CN108482362A (en) * 2018-03-12 2018-09-04 舍弗勒技术股份两合公司 Control method, hybrid power system and the hybrid vehicle of hybrid power system

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102878255A (en) * 2012-09-29 2013-01-16 长城汽车股份有限公司 Hybrid drive transmission system and hybrid drive automobile with same
CN203331814U (en) * 2013-07-17 2013-12-11 合肥工业大学 Power coupler for oil-electric hybrid power road sweeper
CN108116215A (en) * 2016-11-28 2018-06-05 上海汽车集团股份有限公司 A kind of automobile-used double-motor hybrid drive system

Also Published As

Publication number Publication date
CN111251866A (en) 2020-06-09

Similar Documents

Publication Publication Date Title
CN111251866B (en) Hybrid power driving system and vehicle
CN107554280B (en) Multi-mode power transmission system of hybrid electric vehicle
CN111251865B (en) Hybrid power driving system and vehicle
WO2011066717A1 (en) Hybrid electric drive unit, hybrid drive system and control method thereof
CN110525194B (en) Power drive system for hybrid vehicle and control method thereof
CN210526287U (en) Two grades of hybrid coupling systems and vehicle
JP2020506341A (en) Drive assembly for horizontal vehicle
CN106274443B (en) Double-synchronous clutch and planetary gear coupling double-motor power system
CN111055672A (en) Two keep off hybrid coupling system and vehicle
CN110329057A (en) A kind of novel hybrid speed change system and method
CN111114278A (en) Hybrid power driving system and vehicle
CN111098695B (en) Hybrid power driving system and vehicle
CN113815399A (en) Double-motor hybrid system with two gears
CN107554274B (en) Multi-mode power transmission structure of hybrid electric vehicle
CN111114276A (en) Hybrid power driving system and vehicle
CN111038247A (en) Double-clutch hybrid power coupling system and vehicle
CN111688470B (en) Series-parallel configuration plug-in hybrid power system and control method thereof
CN211641822U (en) Variable speed transmission system for hybrid electric vehicle
CN210617837U (en) Power driving system for hybrid electric vehicle
CN113580907B (en) Electric power transmission system and control method
CN212737732U (en) Hybrid power coupling system and hybrid electric vehicle
CN114834241A (en) Dual-motor hybrid power system and vehicle
CN110789328B (en) Hybrid power drive system
CN114194020A (en) Hybrid power system and vehicle
CN111114279B (en) Hybrid power driving system and vehicle

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant