CN113085535A - 一种dmt双电机混动变速器 - Google Patents
一种dmt双电机混动变速器 Download PDFInfo
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- 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
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Abstract
本发明提供了一种DMT双电机混动变速器,属于混合动力技术领域。它解决了现有混动***能耗较高的问题。本变速器包括差速器总成、发电机、驱动电机、输入轴以及与发动机曲轴连接的飞轮,输入轴通过离合器与差速器总成传动连接,输入轴与飞轮传动连接,驱动电机与所述差速器总成传动连接,发电机位于飞轮与离合器之间,且输入轴穿入发电机内与发电机的转子相连接,输入轴与所述飞轮同轴设置。本变速器传动结构精简发电机发电效率高从而达到降低能耗且减少了变速器的轴向布置空间从而降低了变速箱内部件的安装工艺的难度。
Description
技术领域
本发明属于混合动力技术领域,涉及一种混动结构,尤其涉及一种DMT双电机混动变速器。
背景技术
混合动力驱动***是一种具有纯电力驱动、纯发动机驱动和混合驱动能力的混合动力驱动***主要是通过变速器来实现控制各个模式切换。现有的变速器通常是由发动机、飞轮、离合器、发电机、驱动电机、差速器总成来组成。发动机上的输出端为曲轴,飞轮刚性连接在曲轴上,发电机和驱动电机通常都是通过轴套同轴连接在一起,然后与飞轮之间通过离合器来进行连接,这样的连接结构当发动机运转,离合器断开的时候,发电机是不工作的无法很好的对发动机的动能进行利用,导致整个变速器***能耗较高。在混动过程中发动机通过齿轮组与发电机连接,发电机发电供给驱动电机运转对差速器总成进行动力输入。这样设计发动机与发电机之间需要通过平行轴齿轮进行传动,容易造成能量损耗,发动机的机械能转动为发电机的电能的量较少,使得整个汽车在行驶过程中能耗较高。
发明内容
本发明的目的是针对现有技术存在的上述问题,提出了一种DMT双电机混动变速器。它所解决的是现有混动***能耗较高的技术问题。
本发明的目的可通过下列技术方案来实现:
一种DMT双电机混动变速器,包括差速器总成、发电机、驱动电机、输入轴以及与发动机曲轴连接的飞轮,所述输入轴通过离合器与所述差速器总成传动连接,所述输入轴与飞轮传动连接,所述驱动电机与所述差速器总成传动连接,其特征在于,所述发电机位于飞轮与离合器之间,且所述输入轴穿入发电机内与发电机的转子相连接,所述输入轴与所述飞轮同轴设置。
本变速器的发电机直接连接在输入轴上,直接通过输入轴穿入发电机内与发电机的转子连接固定,将电机转子轴与输入轴合二为一,也省去了原先发电机转子轴与输入轴之间的连接结构,这样设计减少了变速器的轴向布置空间,从而降低了变速箱内部件的安装工艺的难度。
飞轮与发动机的曲轴同轴设置,输入轴与飞轮也同轴设置,所以输入轴与发动机曲轴同轴,这样设计使得发电机的转子与发动机曲轴同轴,曲轴转动能直接带动转子转动,这样的传动较为直接有效,使得发电机的发电效率得到大幅度的提升,有利于整个变速器的能耗的降低。
发电机位于飞轮与离合器之间,这样设置只要发动机在运行状态都会带着发电机的转子转动进行发电,使得发电机的发电时长得到大幅度提升,从而回收到的电能较多,使得整个变速器的能耗降低。
在上述的一种DMT双电机混动变速器中,所述输入轴与所述飞轮刚性连接。
输入轴与飞轮刚性连接,这样的连接方式较为直接,输入轴与飞轮之间没有其他传动部件使得动力传动过来损失较少,使得发电机的转子得到的动力更多,从而增加发电效率,达到降低能耗的效果。
在上述的一种DMT双电机混动变速器中,所述输入轴与发电机的转子刚性连接。
输入轴与发电机转子刚性连接相当于取代了转子轴,使得发电机与输入轴之间的连接更加简单,传动较为直接有效减少在传动过程中的动力损失,从而降低变速器的能耗,转子轴的减少也大幅度缩短了变速器的轴向布置空间。
在上述的一种DMT双电机混动变速器中,所述飞轮上设有行星排减速器,所述离合器的输出轴与行星排减速器的输出轴刚性固定。
行星排减速器的设置能充分的协调好发动机与发电机之间的最佳传动比,发电机处于最佳工作状态的时候其转速过大通过行星排减速器得到相应的减小再带动发电机的转子转动减小的转速能让发电机处于最佳发电状态,回收的动能较多,这样降低了本变速器的能耗。
在上述的一种DMT双电机混动变速器中,本变速器还包括主动齿轮、以及分别连接在从动轴两端的被动齿轮和输出齿轮,所述离合器与所述主动齿轮相连接,所述主动齿轮与所述被动齿轮相啮合,所述输出齿轮与所述差速器总成传动连接。
离合器与差速器总成之间通过同轴设置的被动齿轮和输出齿轮传动,两者之间的传动部件较少,减少了动力在转动过程中的流失,较好的降低了本变速器的能耗。
在上述的一种DMT双电机混动变速器中,所述被动齿轮的直径大于所述输出齿轮的直径,所述主动齿轮与所述被动齿轮的直径相同。
在上述的一种DMT双电机混动变速器中,所述驱动电机上设有电机齿轮,所述电机齿轮与被动齿轮啮合,所述电机齿轮与所述输出齿轮的直径相同。
在上述的一种DMT双电机混动变速器中,所述发电机和驱动电机电联。
发电机发电可以直接供驱动电机运转并输出动力,如果发电机发电量不够则可以通过电池介入增加驱动电机的输出,如果发电机发电量有多余可以再对电池进行充电,这样设计使得本变速器的在使用过程中能耗进一步降低。
在上述的一种DMT双电机混动变速器中,所述离合器为湿式耦合离合器。
与现有技术相比,本产品的优点在于:
1、本变速器的发电机直接连接在输入轴上,直接通过输入轴穿入发电机内与发电机的转子连接固定,将电机转子轴与输入轴合二为一,也省去了原先发电机转子轴与输入轴之间的连接结构,这样设计减少了变速器的轴向布置空间,从而降低了变速箱内部件的安装工艺的难度。
2、飞轮与发动机的曲轴同轴设置,输入轴与飞轮也同轴设置,所以输入轴与发动机曲轴同轴,这样设计使得发电机的转子与发动机曲轴同轴,曲轴转动能直接带动转子转动,这样的传动较为直接有效,使得发电机的发电效率得到大幅度的提升,有利于整个变速器的能耗的降低。
3、发电机位于飞轮与离合器之间,这样设置只要发动机在运行状态都会带着发电机的转子转动进行发电,使得发电机的发电时长得到大幅度提升,从而回收到的电能较多,使得整个变速器的能耗降低。
附图说明
图1是本发明的结构简图;
图2是本发明的实施例二的结构简图。
图中,1、差速器总成;2、发电机;3、飞轮;4、离合器;41、主动齿轮;5、行星排减速器;6、从动轴;61、被动齿轮;62、输出齿轮;7、驱动电机;71、电机齿轮;8、输入轴。
具体实施方式
以下是本发明的具体实施例并结合附图,对本发明的技术方案作进一步的描述,但本发明并不限于这些实施例。
实施例一
如图1所示的一种DMT双电机混动变速器,包括发动机、飞轮3、离合器4、动力电池、发电机2和驱动电机7等配件组成,发动机的输出轴直接与飞轮3连接在一起,飞轮3与离合器4之间通过输入轴8连接刚性连接带动传动。本变速器的发电机2直接连接在输入轴8上,直接通过输入轴8穿入发电机2内与发电机2的转子连接固定,将电机转子轴与输入轴8合二为一,也省去了原先发电机2转子轴与输入轴8之间的连接结构,这样设计减少了变速器的轴向布置空间,从而降低了变速箱内部件的安装工艺的难度。发电机2与动力电池电联,发动机的动力能通过输入轴8直接输入发电机2进行发电对动力电池进行充电。发动机转动带动发电机2运行发电,发电机2发出的电也可用于供给驱动电机7运行,本混动结构将发电机2直接连接在飞轮3上这样的设计较之现有技术取掉了多级的传动结构,减少了发动机动力在传递过程中的消耗,大大的降低了本混动结构的能耗。发电机2与飞轮3的输出端通过同轴连接传递动力这样的传动结构效率较高,避免了多级齿轮传递使得机械能丧失,发动机通过飞轮3输入整个混动***的机械能能直接带动发电机2做功转换为电能,这样设置大大的降低了能耗。
输入轴8上还连接有离合器4,离合器4与差速器总成1之间通过齿轮组联动,齿轮组上连接有驱动电机7,发电机2与驱动电机7电联,驱动电机7能通过齿轮组对差速器总成1进行动力输入。齿轮组包括主动齿轮41和被动齿轮61,主动齿轮41连接在离合器4的输出轴上,主动齿轮41与被动齿轮61保持啮合状态且驱动电机7和差速器总成1通过被动齿轮61联动。本混动结构通过一个被动齿轮61来将离合器4的输出轴、驱动电机7和差速器总成1三者联动起来,当离合器4的输出轴输出时能带动被动齿轮61转动从而带动驱动电机7反向转动发电,并将动力输入差速器总成1内。当离合器4分开,驱动电机7通电工作时,离合器4的输出轴处于空转状态,驱动电机7通过被动齿轮61直接对差速器总成1做功,这样设置节省了较多的传动部件,减少了机械能在传动过程中的损耗,进一步的降低了本混动结构的能耗。
与传统的发电机2与驱动电机7同轴布置相比较,本设计将发电机2与驱动电机7分开布置能较好的将整个混动结构的轴向布置空间缩短,有利于安装或拆卸混动结构中的各个元件,发电机2与驱动电机7之间的分离式设计使得两者不需要通过轴套组合在一起也不需要共用一根传动轴,使得本混动结构组装的难度得到大幅度下降,十分方便组装。
发电机2连接在飞轮3与离合器4之间的所以只要发动机在运行发电机2都能在发动机的带动下进行发电发出来的电可供电源充电,这样设计能较好的回收发动机的机械能,使得本混动结构的能耗进一步降低。发动机的动力可以通过离合器4啮合直接传递给差速器总成1供车辆行驶。在该状态时由于驱动电机7也连接在齿轮组上,发动机动力直接传输进齿轮组上驱动电机7会被带动反向转动进而也进行发电对整个车载电源***进行反向充电,这样设计在发动机介入整个驱动***时,发电机2和驱动电机7两个均能进行发电回收能量并进行储存,进一步的会降低了整个混动结构的能耗。
差速器总成1的输入端啮合着输出齿轮62,被动齿轮61与输出齿轮62同轴设置。驱动电机7的输出轴上连接有电机齿轮71,电机齿轮71与被动齿轮61啮合。被动齿轮61与输出齿轮62同轴设置,输出齿轮62与差速器总成1啮合,由于是同轴线所以在传动时候不会产生过多的机械能浪费,通过同轴线设置的被动齿轮61和输出齿轮62能将差速器总成1的连接位于同连接在被动齿轮61上的驱动电机7错开使得安装更加方便。驱动电机7通过电机齿轮71与被动齿轮61直接啮合转动,被动齿轮61同轴设置有输出齿轮62来将驱动电机7的动力输入到差速器总成1内,驱动电机7与差速器总成1之间仅通过同轴设置的被动齿轮61和输出齿轮62来进行传动,传动部件少浪费的机械能较少,进一步的增加了本混动***的能耗。
混动汽车上都安装有动力电池,发电机2和驱动电机7都与动力电池电联,动力电池可以直接对驱动电机7供电来对车辆提供动力。驱动电机7也能反向对动力电池进行充电,动力电池能有效的容纳驱动电机7和发电机2发出的电力,较好的让整个混动***能耗降低。
由此本混动结构具有三种动力输出模式:
第一种为纯电模式,就是由动力电池供电的纯电动驾驶模式,它适用于从静止起步及低速低负荷状态的情况。此模式下发动机不运转,发电机2也不工作,离合器4断开,仅由动力电池向驱动电机7提供电力。纯电驱动模式动力流出为:驱动电机7旋转,动力传输至电机齿轮71,电机齿轮71将电机动力传送到被动齿轮61及输出齿轮62而至差速器总成1上,从而驱动车辆运动。倒档操作通过驱动电机7反向转动实现,变速箱动力流不变。
第二种为混合驱动模式,是由发动机带动发电机2发电,直接为驱动电机7供电驱动通过被动齿轮61和输出齿轮62带动对差速器总成1输入动力进而带动车轮转动,适合高负载急加速的工况。根据电池充放电状态又可细分为两种模式,即ECVT充电模式和ECVT辅助模式:、ECVT充电模式就是介于纯电和ECVT辅助模式之间的状态,驱动电机7负载较大,但还不需要电池和发动机一起供电。这时候发动机启动,根据驾驶条件被主动控制,在最佳转速范围内工作,发动机带动发电机2发电,发电机2产生的电能直接向驱动电机7供电,多余的电能用于对动力电池充电,而动力电池不向E驱动电机7供电;、ECVT辅助模式主要在加速期间使用,是本混动***最强动力模式。此时发动机带动发电机2发电,发电机2发出来的电直接全数用来驱动驱动电机7,但是还不够,电池也参与进来,共同供给驱动电机7,使驱动电机7功率和扭矩达到顶峰。混合驱动模式的动力流为:发动机运转,从飞轮3传输动力来带动发电机2驱动,驱动电机7在发电机2发电的带动下旋转,动力传输至电机齿轮71并从被动齿轮61导入差速器总成1,动力电池对驱动电机7供电加大运行功率,从而驱动车辆运动。
第三种为发动机驱动模式,发动机直接驱动车轮。此模式的区间非常小,仅在高速低负荷这块区域,也就是高速巡航期间才会用到,一旦高速上加大油门,立即往上走入混合驱动模式。在发动机驱动模式期间,离合器4闭合通过被动齿轮61直接输入动力驱动车辆行进,发动机输出供给发电机2和驱动电机7发电,发出的电给予动力电池进行充电,车辆由发动机机械驱动。发动机驱动模式的动力流为:发动机运转,从飞轮3输出的发动机动力驱动输入轴,离合器4啮合动力从输出轴齿轮传送到差速器总成1上,从而驱动车辆运动。
实施例二
本实施例同实施例一的结构及原理基本相同,不同之处在于:如图2所示本实施例中的飞轮3上固定有行星排减速器5,输入轴8刚性连接在行星排减速器5与离合器4之间。输入轴8也是穿过发电机2的转子,这样发动机传递过来的转速在行星排减速器5的减速其下能更加契合发电机2的最佳发电转速,这样设计使得发电效率得到提升,达到减少减速器能耗作用。
本文中所描述的具体实施例仅仅是对本发明精神作举例说明。本发明所属技术领域的技术人员可以对所描述的具体实施例做各种各样的修改或补充或采用类似的方式替代,但并不会偏离本发明的精神或者超越所附权利要求书所定义的范围。
Claims (9)
1.一种DMT双电机混动变速器,包括差速器总成(1)、发电机(2)、驱动电机(7)、输入轴(8)以及与发动机曲轴连接的飞轮(3),所述输入轴(8)通过离合器(4)与所述差速器总成(1)传动连接,所述输入轴(8)与飞轮(3)传动连接,所述驱动电机(7)与所述差速器总成(1)传动连接,其特征在于,所述发电机(2)位于飞轮(3)与离合器(4)之间,且所述输入轴(8)穿入发电机(2)内与发电机(2)的转子相连接,所述输入轴(8)与所述飞轮(3)同轴设置。
2.根据权利要求1所述的一种DMT双电机混动变速器,其特征在于,所述输入轴(8)与所述飞轮(3)刚性连接。
3.根据权利要求2所述的一种DMT双电机混动变速器,其特征在于,所述输入轴(8)与发电机(2)的转子刚性连接。
4.根据权利要求3所述的一种DMT双电机混动变速器,其特征在于,所述输入轴(8)与所述飞轮(3)之间通过行星排减速器(5)相连接。
5.根据权利要求1-4任一所述的一种DMT双电机混动变速器,其特征在于,本变速器还包括主动齿轮(41)、以及分别连接在从动轴(6)两端的被动齿轮(61)和输出齿轮(62),所述离合器(4)与所述主动齿轮(41)相连接,所述主动齿轮(41)与所述被动齿轮(61)相啮合,所述输出齿轮(62)与所述差速器总成(1)传动连接。
6.根据权利要求5所述的一种DMT双电机混动变速器,其特征在于,所述被动齿轮(61)的直径大于所述输出齿轮(62)的直径,所述主动齿轮(41)与所述被动齿轮(61)的直径相同。
7.根据权利要求6所述的一种DMT双电机混动变速器,其特征在于,所述驱动电机(7)上设有电机齿轮(71),所述电机齿轮(71)与被动齿轮(61)啮合,所述电机齿轮(71)与所述输出齿轮(62)的直径相同。
8.根据权利要求7所述的一种DMT双电机混动变速器,其特征在于,所述发电机(2)和驱动电机(7)电联。
9.根据权利要求8所述的一种DMT双电机混动变速器,其特征在于,所述离合器(4)为湿式耦合离合器(4)。
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CN111907321A (zh) * | 2020-07-30 | 2020-11-10 | 舍弗勒技术股份两合公司 | 变速器、车辆用动力***及车辆 |
CN112428814A (zh) * | 2020-12-04 | 2021-03-02 | 浙江吉利控股集团有限公司 | 一种双电机混合动力驱动装置及车辆 |
CN112590527A (zh) * | 2020-12-04 | 2021-04-02 | 浙江吉利控股集团有限公司 | 一种混合动力驱动装置 |
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