CN112895882A - 一种双电机混合动力变速箱及控制方法 - Google Patents
一种双电机混合动力变速箱及控制方法 Download PDFInfo
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Abstract
本发明公开一种双电机混合动力变速箱,包括发动机、主驱动电机、副驱动电机、行星排、驻车离合器和发动机锁止离合器;行星排的外齿圈通过齿轮啮合连接主驱动电机和输出轴,行星排的行星架与发动机连接,行星排的太阳轮与副驱动电机连接,副驱动电机为ISG电机,主驱动电机输入轴通过齿轮啮合连接输出轴,输出轴通过齿轮啮合连接差速器;行星排的外齿圈上设有驻车离合器,驻车离合器锁止行星排的外齿圈实现车辆驻车需求;行星排的行星架和发动机输入轴上设有发动机锁止离合器,发动机锁止离合器锁止行星排的行星架和发动机输入轴实现发动机锁止功能。本发明变速箱具有工作可靠、能效低、结构紧凑、成本低的优点。
Description
技术领域
本发明属于新能源混合动力***的技术领域,具体涉及一种双电机混合动力变速箱及控制方法。
背景技术
在节能和环保成为汽车行业发展主题的今天,新能源电动汽车已经成为各个汽车厂商重点研究的对象。
现有混合动力乘用车变速箱种类繁多,有的集成度低导致体积庞大、有的制造成本过大不便于整车销量、有的对电机驱动控制器功能过分依赖等等。为了同时考虑设计成本、工作可靠、轻量化本专利中描述了一种双电机混合动力变速箱;采用双电机设计不仅保证了混动变速箱行驶过程中驱动及发电的功能要求的完整,也使得在各个工况之间变换时候流畅无顿挫;同时此双电机混合动力变速箱采用已成熟应用的行星齿轮结构,极大可能的规避了实际应用失效风险、及增加结构的成本。
混合动力变速箱工作时候需要根据各种行驶工况合理协调发动机与电动机的运行方式,不仅要给车辆提供各种工况下动力扭矩动力需求还要在工况转换电动机、发动机运行方式改变时候平顺要求以及能量的高效率使用,但是现有的混合动力变速箱在各种工况转换时存在较大地冲击,并降低能量的使用效率,影响驾驶感受。
发明内容
发明目的:本发明目的在于针对现有技术的不足,提供一种双电机混合动力变速箱及控制方法,本发明所述变速箱适用于非插电及插电混合动力乘用车,并具有工作可靠、能效低、结构紧凑和成本低的优点。
实现本发明的技术方案是:
本发明所述一种双电机混合动力变速箱,包括发动机、主驱动电机、副驱动电机、行星排、驻车离合器和发动机锁止离合器;所述行星排的外齿圈通过齿轮啮合连接主驱动电机和输出轴,所述行星排的行星架与发动机连接,所述行星排的太阳轮与副驱动电机连接,所述副驱动电机为ISG电机,所述主驱动电机输入轴通过齿轮啮合连接输出轴,所述输出轴通过齿轮啮合连接差速器;所述行星排的外齿圈上设有驻车离合器,所述驻车离合器锁止行星排的外齿圈实现车辆驻车需求;所述行星排的行星架和发动机输入轴上设有发动机锁止离合器,所述发动机锁止离合器锁止行星排的行星架和发动机输入轴实现发动机锁止功能。本发明中动力传递流为:从主驱动电机到输出轴,同时由于行星排的存在,故亦有:发动机连接的行星排、副驱动电机合力经由外齿圈传递至输出轴,使电机、发动机动力变换不存冲击,使驾驶员具有良好的驾驶感受。
本发明进一步优选地技术方案为,所述驻车离合器包括离合器操纵蜗轮、第一双面贴片离合器摩擦片、第一离合器摩擦钢片、第一单面贴片离合器摩擦片和第一离合器片压紧板总成;所述行星排的外齿圈外固定有驻车锁止离合器壳,所述驻车锁止离合器壳内依次设有第一双面贴片离合器摩擦片、第一离合器摩擦钢片、第一单面贴片离合器摩擦片和第一离合器片压紧板总成;所述第一离合器片压紧板总成的执行接触处曲面朝向外侧,所述离合器操纵蜗轮设于第一离合器片压紧板总成的外侧,与第一离合器片压紧板总成紧贴的离合器操纵蜗轮的一轮辐上设有若干环形第一曲面槽,所述第一曲面槽与第一离合器片压紧板总成的执行接触处曲面相适配。
优选地,所述第一双面贴片离合器摩擦片和第一单面贴片离合器摩擦与驻车锁止离合器壳周向固定,轴向自由安装;所述第一离合器摩擦钢片与其对应的行星排外齿圈周向固定,轴向自由安装;所述驻车锁止离合器壳与变速箱壳体固定连接。
优选地,所述发动机锁止离合器包括第二双面贴片离合器摩擦片、第二离合器摩擦钢片、第二单面贴片离合器摩擦片和第二离合器片压紧板总成;所述离合器片压紧板总成设于离合器操纵蜗轮的另一轮辐侧,与第二离合器片压紧板总成紧贴的另一轮辐上设有若干环形第二曲面槽,所述第二曲面槽与第二离合器片压紧板总成的执行接触处曲面相适配。
优选地,所述发动机锁止离合器还包括发动机锁止离合器壳,所述第二离合器片压紧板总成设于发动机锁止离合器壳内,所述第二离合器片压紧板总成与发动机锁止离合器壳之间依次设有第二单面贴片离合器摩擦片、第二离合器摩擦钢片和第二双面贴片离合器摩擦片;所述第二单面贴片离合器摩擦片和第二双面贴片离合器摩擦片与发动机锁止离合器壳周向固定,轴向自由安装;所述第二离合器摩擦钢片与其对应的行星排行星架周向固定,轴向自由安装;所述发动机锁止离合器壳与变速箱壳体固定连接。
优选地,所述第一曲面槽和第二曲面槽均至少设置3组以上,所述第一曲面槽为由浅到深的曲面槽,所述第二曲面槽的槽深浅方向与第一曲面槽的槽深浅方向相反。
优选地,还包括离合器操纵蜗杆,所述离合器操纵蜗杆与离合器操纵蜗轮组成蜗轮蜗杆副,所述离合器操纵蜗杆与控制电机连接,所述控制电机控制离合器操纵蜗杆转动。本发明通过采用蜗轮蜗杆副为执行机构来操控驻车离合器和发动机锁止离合器,从而控制行星排的行星架和外齿圈与变速箱壳体的固连和脱开,使本发明具有工作可靠、能效低、结构紧凑、成本低的优点。本发明中当连接发动机的行星架或者连接行星排外齿圈需要锁止时,驱动控制电机来控制离合器操纵蜗杆转动,并通过传动比在离合器操纵蜗轮产生较大的力控制离合器操纵蜗轮的第一曲面槽和第二曲面槽分别与第一离合器片压紧板总成压紧,由于离合器操纵蜗轮上的曲面槽为深度渐变结构,则又进一步放大执行机构离合器操纵蜗杆施加的力,因此本实施例中锁止该机构可以利用功率较小的控制电机可靠有效地达到锁止目的;当需要松开工况时,只需要控制电机的反转即可;而且蜗轮蜗杆副还有自锁的特性,所以在锁止状态下需要保持锁止,不需要控制电机持续的施加驱动力,进而使本实施例中的变速箱更符合节能减排的要求。
一种利用上述所述变速箱的控制方法,包括以下步骤:
步骤一、混合动力车辆控制单元即HCU将车辆当前行驶状态、驾驶员请求、车辆实际需求发送至变速箱控制单元即TCU,电池管理***即BMS将当前电池SOC状态和温度状态发送至变速箱控制单元即TCU,TCU根据接收的状态参数判断变速箱的工作情况,并且控制变速箱执行机构工作,达到变速箱工作模式切换的工作;
步骤二、TCU根据HCU和BMS发过来的信号,判断车辆处于何种状态:
S1、当车辆处于启动状态时且电池SOC大于最低阈值,车辆先进入单电机工作状态,所述单电机工作状态为在车辆较低速行驶或行驶功率要求不高的状态下,由主驱动电机驱动车辆前行,此时发动机锁止离合器处于锁止状态,行星架及发动机输入轴、发动机被锁住;车辆启动后进入行驶模式;若电池SOC小于最低阈值,则发动机自行启动并驱动车辆行驶;
S2、当TCU判断车辆不处于启动状态时,判断车辆是处于停车状态还是行驶状态,依据行驶过程中需求扭矩不同,变速箱执行机构和动力源进行对应动作满足行车需求;根据电池SOC状态,当电池SOC小于最低阈值时,TCU控制变速箱进入混动驱动状态,所述混动驱动状态为驻车离合器、发动机锁止离合器处于放开状态,发动机、副驱动电机即ISG电机、主驱动电机都处于工作状态;其中发动机永远工作在其最佳效率工作区间;在一定的车速下,发动机保持相对稳定的输出功率、扭矩、转速运行;ISG电机的发电扭矩要与发动机的输出扭矩相适应,并随发动机的输出扭矩变化而变化;车辆的加减速由主驱动电机通过其驱动扭矩或发电扭矩来实现;即主驱动电机的驱动或发电扭矩随加速踏板及制动踏板的深度而实时控制;或在发动机高效率工作区间将ISG电机发出来的电能不通过电池储存,而是直接用于主驱动电机驱动使用,主驱动电机也只是将ISG电机发出来的电能全部消耗,并不从电池取电,实现电驱辅助下的发动机直驱功能;发动机的输出功率则随车辆行驶需求即加速踏板的深度而实时控制;由发动机单独提供驱动力驱动车辆;
S21、若电池SOC大于最低阈值,TCU控制变速箱进入混动驱动状态,判断车辆行驶需求扭矩;若需求扭矩小于主驱动电机最大扭矩,则主驱动电机单独驱动车辆,发动机驱动发电机给主驱动电机供电,多余电量给电池充电;若需求扭矩小于主驱动电机和辅助电极的最大扭矩之和,TCU控制变速箱进入双电机驱动状态,所述双电机驱动状态为当车辆车速较高或车辆行驶需要较高功率时,由两个电机共同驱动车辆前行,此时发动机锁止离合器处于锁止状态,行星架及发动机输入轴、发动机被锁住;若需求扭矩小于发动机、主驱动电机和副驱动电机的最大扭矩之和,TCU控制变速箱进入混动驱动状态,若以上都不满足TCU控制变速箱维持最大扭矩输出,降低车速,发出报警信号至HCU;当驾驶员发出加速请求时,TCU控制变速箱工作同步骤S2中一致;
S3、当TCU判断车辆停止包含驻车,当电池SOC小于最高阈值时,TCU控制变速箱进入发动机启动或低功率发电状态,所述发动机启动或低功率发电状态为驻车离合器处于锁止状态,由副驱动电机启动发动机运行,发动机处于怠速运转或低功率运行状态,副驱动电机启动发动机后,处于空转或低扭矩发电状态;
S4、当TCU判断车辆处于完全停车状态,此时驻车离合器将行星排外齿圈锁止,发动机、行星架、行星排太阳轮及辅助电机输入轴处于放空状态,输出轴、主驱动电机及主驱动电机输入轴、差速器由行星排外齿圈一起锁止,此时车辆也被锁止。
采用了上述技术方案,本发明具有以下的有益效果:
(1)本发明所述变速箱通过将行星排中的外齿圈同时连接主驱动电机和输出轴,行星排的行星架连接发动机,行星排的太阳轮连接副驱动电机,其中行星排的外齿圈上设有驻车离合器,所述驻车离合器锁止行星排的外齿圈实现车辆驻车需求;行星排的行星架和发动机输入轴上设有发动机锁止离合器,所述发动机锁止离合器锁止行星排的行星架和发动机输入轴实现发动机锁止功能;本发明中动力传递流为:从主驱动电机到输出轴,同时由于行星排的存在,故亦有:发动机连接的行星排、副驱动电机合力经由外齿圈传递至输出轴,使电机、发动机动力变换不存冲击,使驾驶员具有良好的驾驶感受。
(2)本发明中的驻车离合器和发动机锁止离合器,共同运用同一离合器操纵蜗轮和离合器操纵蜗杆实现车辆驻车需求和发动机锁止功能,通过在离合器操纵蜗轮的轮辐上分别设置第一曲面槽和第二曲面槽,通过第一和第二曲面槽分别与第一和第二离合器片压紧板总成的执行接触处曲面相适配,由于离合器操纵蜗轮上的曲面槽为深度渐变结构,则又进一步放大执行机构离合器操纵蜗杆施加的力,因此本发明锁止该机构可以利用功率较小的控制电机可靠有效地达到锁止目的,当需要松开工况时,只需要控制电机的反转即可,使本发明的变速箱具有工作可靠、能效低、结构紧凑和成本低的优点。
(3)本发明中驻车离合器和发动机锁止离合器共同运用的离合器操纵蜗轮和离合器操纵蜗杆组成蜗轮蜗杆副,蜗轮蜗杆副具有自锁的特性,所以在锁止状态下需要保持锁止,不需要控制电机持续的施加驱动力,进而使本发明中的变速箱更符合节能减排的要求。
(4)利用本发明中所述的控制方法,不仅能满足给车辆提供各种工况下动力扭力动力需求,还能在工况转换电机、发动机运行方式改变时候的平顺要求以及能量的高效率使用,具备良好的驾驶感受。
附图说明
为了使本发明的内容更容易被清楚地理解,下面根据具体实施例并结合附图,对本发明作进一步详细的说明,其中:
图1为本发明所述变速箱的结构示意图;
图2为本发明所述驻车离合器和发动机锁止离合器的剖视图;
图3为本发明所述控制方法的总原理图;
图4为本发明所述控制方法的流程示意图。
图中,1-发动机,2-行星排,21-太阳轮和第一电机输入轴,22-行星架和发动机输入轴,23-外齿圈,3-副驱动电机,31-副驱动电机定子,32-副驱动电机转子,4-主驱动电机,41-主驱动电机输入轴,5-差速器,6-发动机锁止离合器,61-发动机锁止离合器壳,7-离合器操纵蜗轮,8-离合器操作蜗杆,9-驻车离合器,91-驻车锁止离合器壳,92-第一双面贴片离合器摩擦片,93-第一离合器摩擦钢片,94-第一单面贴片离合器摩擦片,95-第一离合器片压紧板总成,10-输出轴。
具体实施方式
下面通过附图对本发明技术方案进行详细说明,但是本发明的保护范围不局限于所述实施例。
实施例:一种双电机混合动力变速箱,如附图1所示,包括发动机1、主驱动电机4、副驱动电机3、行星排2、驻车离合器9和发动机锁止离合器6;行星排2的外齿圈23通过齿轮啮合连接主驱动电机4和输出轴10,行星排2的行星架22通过齿轮啮合连接发动机1,行星排2的太阳轮21通过齿轮啮合连接副驱动电机3,副驱动电机3为ISG电机,副驱动电机3包括副驱动电机定子31和副驱动电机转子32,副驱动电机转子32与太阳轮21通过齿轮啮合连接,主驱动电机输入轴41通过齿轮啮合连接输出轴10,输出轴10通过齿轮啮合连接差速器5;行星排2的外齿圈23上设有驻车离合器9,驻车离合器9锁止行星排2的外齿圈23实现车辆驻车需求;行星排2的行星架22和发动机1输入轴上设有发动机锁止离合器6,发动机锁止离合器6锁止行星排2的行星架22和发动机1输入轴实现发动机1锁止功能。本实施例中动力传递流为:从主驱动电机4到输出轴10,同时由于行星排2的存在,故亦有:发动机1连接的行星排2、副驱动电机3合力经由外齿圈23传递至输出轴10,使用行星排传动结构进行电机和发动机的动力变换,可以使电机、发动机1动力变换不存冲击,使驾驶员具有良好的驾驶感受。
本实施例进一步优选地技术方案为,如附图2所示,驻车离合器9包括离合器操纵蜗轮7、离合器操纵蜗杆8、第一双面贴片离合器摩擦片92、第一离合器摩擦钢片93、第一单面贴片离合器摩擦片94和第一离合器片压紧板总成95;行星排2的外齿圈23外固定有驻车锁止离合器壳91,驻车锁止离合器壳91内依次设有第一双面贴片离合器摩擦片92、第一离合器摩擦钢片93、第一单面贴片离合器摩擦片94和第一离合器片压紧板总成95;第一离合器片压紧板总成95的执行接触处曲面朝向外侧,离合器操纵蜗轮7设于第一离合器片压紧板总成95的外侧,与第一离合器片压紧板总成95紧贴的离合器操纵蜗轮7的一轮辐上设有若干环形第一曲面槽,第一曲面槽与第一离合器片压紧板总成95的执行接触处曲面相适配;本实施例中第一双面贴片离合器摩擦片92和第一单面贴片离合器摩擦与驻车锁止离合器壳91周向固定,轴向自由安装;第一离合器摩擦钢片93与其对应的行星排外齿圈23周向固定,轴向自由安装;驻车锁止离合器壳91与变速箱壳体固定连接。
本实施例中的发动机锁止离合器6包括第二双面贴片离合器摩擦片、第二离合器摩擦钢片、第二单面贴片离合器摩擦片和第二离合器片压紧板总成;离合器片压紧板总成设于离合器操纵蜗轮7的另一轮辐侧,与第二离合器片压紧板总成紧贴的另一轮辐上设有若干环形第二曲面槽,第二曲面槽与第二离合器片压紧板总成的执行接触处曲面相适配;发动机锁止离合器6还包括发动机锁止离合器壳61,第二离合器片压紧板总成设于发动机锁止离合器壳61内,第二离合器片压紧板总成与发动机锁止离合器壳61之间依次设有第二单面贴片离合器摩擦片、第二离合器摩擦钢片和第二双面贴片离合器摩擦片;第二单面贴片离合器摩擦片和第二双面贴片离合器摩擦片与发动机锁止离合器壳61周向固定,轴向自由安装;第二离合器摩擦钢片与其对应的行星排2行星架22周向固定,轴向自由安装;发动机锁止离合器壳61与变速箱壳体固定连接。
为了使第一和第二离合器片压紧板总成在工作时受力均匀,第一曲面槽和第二曲面槽均至少设置3组以上,第一曲面槽为由浅到深的曲面槽,第二曲面槽的槽深浅方向与第一曲面槽的槽深浅方向相反,本实施例中驻车离合器和发动机锁止离合器的曲面槽反向布置,发动机与差速器连接的驻车不可能同时锁止,所以驻车离合器和发动机锁止离合器锁止与脱开状态的偶发性的延时所带来的动力干涉及齿轮大齿风险;第一曲面槽和第二曲面槽的曲面形状与第一和第二离合器片压紧板总成的执行接触处的曲面相配合;本实施例中离合器操纵蜗杆8与离合器操纵蜗轮7组成蜗轮蜗杆副,离合器操纵蜗杆8与控制电机连接,控制电机控制离合器操纵蜗杆8转动。本实施例通过采用蜗轮蜗杆副为执行机构来操控驻车离合器9和发动机锁止离合器6,从而控制行星排2的行星架22和外齿圈23与变速箱壳体的固连和脱开,使本实施例具有工作可靠、能效低、结构紧凑、成本低的优点;本实施例中当连接发动机的行星架或者连接行星排外齿圈需要锁止时,驱动控制电机来控制离合器操纵蜗杆转动,并通过传动比在离合器操纵蜗轮产生较大的力控制离合器操纵蜗轮的第一曲面槽和第二曲面槽分别与第一离合器片压紧板总成压紧,由于离合器操纵蜗轮上的曲面槽为深度渐变结构,则又进一步放大执行机构离合器操纵蜗杆施加的力,因此本实施例中锁止该机构可以利用功率较小的控制电机可靠有效地达到锁止目的;当需要松开工况时,只需要控制电机的反转即可;而且蜗轮蜗杆副还有自锁的特性,所以在锁止状态下需要保持锁止,不需要控制电机持续的施加驱动力,进而使本实施例中的变速箱更符合节能减排的要求。
一种利用上述所述变速箱的控制方法,包括以下步骤:
步骤一、如附图3所示,混合动力车辆控制单元即HCU将车辆当前行驶状态、驾驶员请求、车辆实际需求发送至变速箱控制单元即TCU,电池管理***即BMS将当前电池SOC状态和温度状态发送至变速箱控制单元即TCU,TCU根据接收的状态参数判断变速箱的工作情况,并且控制变速箱执行机构工作,达到变速箱工作模式切换的工作;
步骤二、TCU根据HCU和BMS发过来的信号,判断车辆处于何种状态,如附图4所示:
S1、当车辆处于启动状态时且电池SOC大于最低阈值,车辆先进入单电机工作状态,所述单电机工作状态为在车辆较低速行驶或行驶功率要求不高的状态下,由主驱动电机4驱动车辆前行,此时发动机锁止离合器6处于锁止状态,行星架22及发动机1输入轴、发动机1被锁住;车辆启动后进入行驶模式;若电池SOC小于最低阈值,则发动机1自行启动并驱动车辆行驶;
S2、当TCU判断车辆不处于启动状态时,判断车辆是处于停车状态还是行驶状态,依据行驶过程中需求扭矩不同,变速箱执行机构和动力源进行对应动作满足行车需求;根据电池SOC状态,当电池SOC小于最低阈值时,TCU控制变速箱进入混动驱动状态,所述混动驱动状态为驻车离合器9、发动机锁止离合器6处于放开状态,发动机1、副驱动电机3即ISG电机、主驱动电机4都处于工作状态;其中发动机1永远工作在其最佳效率工作区间;在一定的车速下,发动机1保持相对稳定的输出功率、扭矩、转速运行;ISG电机的发电扭矩要与发动机1的输出扭矩相适应,并随发动机1的输出扭矩变化而变化;车辆的加减速由主驱动电机4通过其驱动扭矩或发电扭矩来实现;即主驱动电机4的驱动或发电扭矩随加速踏板及制动踏板的深度而实时控制;或在发动机1高效率工作区间将ISG电机发出来的电能不通过电池储存,而是直接用于主驱动电机4驱动使用,主驱动电机4也只是将ISG电机发出来的电能全部消耗,并不从电池取电,实现电驱辅助下的发动机1直驱功能;发动机1的输出功率则随车辆行驶需求即加速踏板的深度而实时控制;由发动机1单独提供驱动力驱动车辆;
S21、若电池SOC大于最低阈值,TCU控制变速箱进入混动驱动状态,判断车辆行驶需求扭矩;若需求扭矩小于主驱动电机4最大扭矩,则主驱动电机4单独驱动车辆,发动机1驱动发电机给主驱动电机4供电,多余电量给电池充电;若需求扭矩小于主驱动电机4和辅助电极的最大扭矩之和,TCU控制变速箱进入双电机驱动状态,所述双电机驱动状态为当车辆车速较高或车辆行驶需要较高功率时,由两个电机共同驱动车辆前行,此时发动机锁止离合器6处于锁止状态,行星架22及发动机1输入轴、发动机1被锁住;若需求扭矩小于发动机1、主驱动电机4和副驱动电机3的最大扭矩之和,TCU控制变速箱进入混动驱动状态,若以上都不满足TCU控制变速箱维持最大扭矩输出,降低车速,发出报警信号至HCU;当驾驶员发出加速请求时,TCU控制变速箱工作同步骤S2中一致;
S3、当TCU判断车辆停止包含驻车,当电池SOC小于最高阈值时,TCU控制变速箱进入发动机1启动或低功率发电状态,所述发动机1启动或低功率发电状态为驻车离合器9处于锁止状态,由副驱动电机3启动发动机1运行,发动机1处于怠速运转或低功率运行状态,副驱动电机3启动发动机1后,处于空转或低扭矩发电状态;
S4、当TCU判断车辆处于完全停车状态,此时驻车离合器9将行星排2外齿圈23锁止,发动机1、行星架22、行星排2太阳轮21及辅助电机输入轴处于放空状态,输出轴10、主驱动电机4及主驱动电机输入轴41、差速器5由行星排2外齿圈23一起锁止,此时车辆也被锁止。
利用本实施例中所述的控制方法,不仅能满足给车辆提供各种工况下动力扭力动力需求,还能在工况转换电机、发动机运行方式改变时候的平顺要求以及能量的高效率使用,使电机、发动机动力变换不存在冲击,具备良好的驾驶感受。
以上所述的具体实施例,对本发明的目的、技术方案和有益效果进行了进一步详细说明,所应理解的是,以上所述仅为本发明的具体实施例而已,并不用于限制本发明,凡在本发明的精神和原则之内,所做的任何修改、等同替换、改进等,均应包含在本发明的保护范围之内。
Claims (8)
1.一种双电机混合动力变速箱,其特征在于,包括发动机、主驱动电机、副驱动电机、行星排、驻车离合器和发动机锁止离合器;所述行星排的外齿圈通过齿轮啮合连接主驱动电机和输出轴,所述行星排的行星架与发动机连接,所述行星排的太阳轮与副驱动电机连接,所述副驱动电机为ISG电机,所述主驱动电机输入轴通过齿轮啮合连接输出轴,所述输出轴通过齿轮啮合连接差速器;所述行星排的外齿圈上设有驻车离合器,所述驻车离合器锁止行星排的外齿圈实现车辆驻车需求;所述行星排的行星架和发动机输入轴上设有发动机锁止离合器,所述发动机锁止离合器锁止行星排的行星架和发动机输入轴实现发动机锁止功能。
2.根据权利要求1所述的一种双电机混合动力变速箱,其特征在于,所述驻车离合器包括离合器操纵蜗轮、第一双面贴片离合器摩擦片、第一离合器摩擦钢片、第一单面贴片离合器摩擦片和第一离合器片压紧板总成;所述行星排的外齿圈外固定有驻车锁止离合器壳,所述驻车锁止离合器壳内依次设有第一双面贴片离合器摩擦片、第一离合器摩擦钢片、第一单面贴片离合器摩擦片和第一离合器片压紧板总成;所述第一离合器片压紧板总成的执行接触处曲面朝向外侧,所述离合器操纵蜗轮设于第一离合器片压紧板总成的外侧,与第一离合器片压紧板总成紧贴的离合器操纵蜗轮的一轮辐上设有若干环形第一曲面槽,所述第一曲面槽与第一离合器片压紧板总成的执行接触处曲面相适配。
3.根据权利要求2所述的一种双电机混合动力变速箱,其特征在于,所述第一双面贴片离合器摩擦片和第一单面贴片离合器摩擦与驻车锁止离合器壳周向固定,轴向自由安装;所述第一离合器摩擦钢片与其对应的行星排外齿圈周向固定,轴向自由安装;所述驻车锁止离合器壳与变速箱壳体固定连接。
4.根据权利要求2所述的一种双电机混合动力变速箱,其特征在于,所述发动机锁止离合器包括第二双面贴片离合器摩擦片、第二离合器摩擦钢片、第二单面贴片离合器摩擦片和第二离合器片压紧板总成;所述离合器片压紧板总成设于离合器操纵蜗轮的另一轮辐侧,与第二离合器片压紧板总成紧贴的另一轮辐上设有若干环形第二曲面槽,所述第二曲面槽与第二离合器片压紧板总成的执行接触处曲面相适配。
5.根据权利要求4所述的一种双电机混合动力变速箱,其特征在于,所述发动机锁止离合器还包括发动机锁止离合器壳,所述第二离合器片压紧板总成设于发动机锁止离合器壳内,所述第二离合器片压紧板总成与发动机锁止离合器壳之间依次设有第二单面贴片离合器摩擦片、第二离合器摩擦钢片和第二双面贴片离合器摩擦片;所述第二单面贴片离合器摩擦片和第二双面贴片离合器摩擦片与发动机锁止离合器壳周向固定,轴向自由安装;所述第二离合器摩擦钢片与其对应的行星排行星架周向固定,轴向自由安装;所述发动机锁止离合器壳与变速箱壳体固定连接。
6.根据权利要求4所述的一种双电机混合动力变速箱,其特征在于,所述第一曲面槽和第二曲面槽均至少设置3组以上,所述第一曲面槽为由浅到深的曲面槽,所述第二曲面槽的槽深浅方向与第一曲面槽的槽深浅方向相反。
7.根据权利要求2所述的一种双电机混合动力变速箱,其特征在于,还包括离合器操纵蜗杆,所述离合器操纵蜗杆与离合器操纵蜗轮组成蜗轮蜗杆副,所述离合器操纵蜗杆与控制电机连接,所述控制电机控制离合器操纵蜗杆转动。
8.一种利用权利要求1至7任一项所述变速箱的控制方法,其特征在于,包括以下步骤:
步骤一、混合动力车辆控制单元即HCU将车辆当前行驶状态、驾驶员请求、车辆实际需求发送至变速箱控制单元即TCU,电池管理***即BMS将当前电池SOC状态和温度状态发送至变速箱控制单元即TCU,TCU根据接收的状态参数判断变速箱的工作情况,并且控制变速箱执行机构工作,达到变速箱工作模式切换的工作;
步骤二、TCU根据HCU和BMS发过来的信号,判断车辆处于何种状态:
S1、当车辆处于启动状态时且电池SOC大于最低阈值,车辆先进入单电机工作状态,所述单电机工作状态为在车辆较低速行驶或行驶功率要求不高的状态下,由主驱动电机驱动车辆前行,此时发动机锁止离合器处于锁止状态,行星架及发动机输入轴、发动机被锁住;车辆启动后进入行驶模式;若电池SOC小于最低阈值,则发动机自行启动并驱动车辆行驶;
S2、当TCU判断车辆不处于启动状态时,判断车辆是处于停车状态还是行驶状态,依据行驶过程中需求扭矩不同,变速箱执行机构和动力源进行对应动作满足行车需求;根据电池SOC状态,当电池SOC小于最低阈值时,TCU控制变速箱进入混动驱动状态,所述混动驱动状态为驻车离合器、发动机锁止离合器处于放开状态,发动机、副驱动电机即ISG电机、主驱动电机都处于工作状态;其中发动机永远工作在其最佳效率工作区间;在一定的车速下,发动机保持相对稳定的输出功率、扭矩、转速运行;ISG电机的发电扭矩要与发动机的输出扭矩相适应,并随发动机的输出扭矩变化而变化;车辆的加减速由主驱动电机通过其驱动扭矩或发电扭矩来实现;即主驱动电机的驱动或发电扭矩随加速踏板及制动踏板的深度而实时控制;或在发动机高效率工作区间将ISG电机发出来的电能不通过电池储存,而是直接用于主驱动电机驱动使用,主驱动电机也只是将ISG电机发出来的电能全部消耗,并不从电池取电,实现电驱辅助下的发动机直驱功能;发动机的输出功率则随车辆行驶需求即加速踏板的深度而实时控制;由发动机单独提供驱动力驱动车辆;
S21、若电池SOC大于最低阈值,TCU控制变速箱进入混动驱动状态,判断车辆行驶需求扭矩;若需求扭矩小于主驱动电机最大扭矩,则主驱动电机单独驱动车辆,发动机驱动发电机给主驱动电机供电,多余电量给电池充电;若需求扭矩小于主驱动电机和辅助电极的最大扭矩之和,TCU控制变速箱进入双电机驱动状态,所述双电机驱动状态为当车辆车速较高或车辆行驶需要较高功率时,由两个电机共同驱动车辆前行,此时发动机锁止离合器处于锁止状态,行星架及发动机输入轴、发动机被锁住;若需求扭矩小于发动机、主驱动电机和副驱动电机的最大扭矩之和,TCU控制变速箱进入混动驱动状态,若以上都不满足TCU控制变速箱维持最大扭矩输出,降低车速,发出报警信号至HCU;当驾驶员发出加速请求时,TCU控制变速箱工作同步骤S2中一致;
S3、当TCU判断车辆停止包含驻车,当电池SOC小于最高阈值时,TCU控制变速箱进入发动机启动或低功率发电状态,所述发动机启动或低功率发电状态为驻车离合器处于锁止状态,由副驱动电机启动发动机运行,发动机处于怠速运转或低功率运行状态,副驱动电机启动发动机后,处于空转或低扭矩发电状态;
S4、当TCU判断车辆处于完全停车状态,此时驻车离合器将行星排外齿圈锁止,发动机、行星架、行星排太阳轮及辅助电机输入轴处于放空状态,输出轴、主驱动电机及主驱动电机输入轴、差速器由行星排外齿圈一起锁止,此时车辆也被锁止。
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