CN113942383A - Multi-gear dual-motor hybrid electric vehicle and transmission system thereof - Google Patents
Multi-gear dual-motor hybrid electric vehicle and transmission system thereof Download PDFInfo
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- CN113942383A CN113942383A CN202111386582.8A CN202111386582A CN113942383A CN 113942383 A CN113942383 A CN 113942383A CN 202111386582 A CN202111386582 A CN 202111386582A CN 113942383 A CN113942383 A CN 113942383A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—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
- B60K6/365—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 with the gears having orbital motion
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- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Hybrid Electric Vehicles (AREA)
- Structure Of Transmissions (AREA)
Abstract
The invention discloses a multi-gear double-motor hybrid electric vehicle and a transmission system thereof, wherein the transmission system comprises a planetary gear structure, a first variable transmission structure, a second variable transmission structure and a final power output mechanism, wherein the input end of the planetary gear structure is selectively in transmission connection or disconnection connection with an engine and a second motor; the first speed change transmission structure comprises a first-gear transmission structure and a second-gear transmission structure which are mutually independent, and the output end of the planetary gear structure is selectively in transmission connection or disconnection with the first-gear transmission structure and the second-gear transmission structure; the input end of the second variable transmission structure is connected with the first motor, and the output end of the second variable transmission structure is in transmission connection with one of the second-gear transmission structure and the first-gear transmission structure; and the input end of the final power output mechanism is in transmission connection with the first-gear transmission structure and the second-gear transmission structure. The transmission system solves the problems that a full fixed-shaft gear structure has a pause feeling during driving and gear shifting, and a 2-gear ECVT power split mode is difficult to realize.
Description
Technical Field
The invention relates to the field of hybrid electric vehicles, in particular to a multi-gear dual-motor hybrid electric vehicle and a transmission system thereof.
Background
The hybrid power driving system is a hybrid power driving system with pure electric drive, pure engine drive and hybrid drive capability, and mainly realizes the switching among all powers through a transmission structure. How to couple the power of the engine and the motor and how to coordinate the power source to be coupled and output is a difficulty of the related technology, which is better in both dynamic property and economy.
The driving system of the existing hybrid power passenger vehicle mainly comprises a series hybrid power driving system, a parallel hybrid power driving system and a series-parallel hybrid power driving system. The series hybrid power driving system mainly comprises an engine, a generator (/ starter), a motor (/ generator), power electronic equipment, a power battery and a manager; the principle of a transmission system is as follows: the engine drives the generator to charge the power battery, the power battery drives the motor through the power electronic equipment, and the vehicle is driven to run through the drive axle; has the following characteristics: the engine is not mechanically linked with the wheels, and is only responsible for driving a generator to generate electricity, and the motor drives the vehicle and recovers energy when the vehicle brakes; because the engine is only responsible for generating electricity, the engine can generate electricity under the economic working condition to improve the fuel economy of the vehicle. The parallel hybrid power driving system mainly comprises an engine, a motor, a mechanical transmission, power electronic equipment, a power battery and a manager; the principle of a transmission system is that an engine and a motor are arranged on a shaft (or double shafts) to jointly drive a mechanical transmission, and a vehicle is driven to run through a drive axle; the main characteristics are as follows: the motor can be switched between the generator and the motor according to the real-time power requirement of the vehicle, and the engine can work under a better economic working condition, so that the fuel economy of the vehicle is improved. The series-parallel hybrid power driving system has more structures, and the representative structure mainly comprises: the ECVT double-motor hybrid mechanism of the planetary gear power splitter, a mechanical double-clutch transmission + single motor + reducer, an I-MMD double-motor hybrid system of Honda, a plurality of sets of planetary gear mechanisms + double motors + a plurality of clutches (/ brakes), and the like. Because the series-parallel system has the advantages of series connection and parallel connection, the actual passenger car is generally applied to the series-parallel system more at present.
However, the main disadvantages of the existing mainstream series-parallel systems are as follows:
(1) toyota and BYD mixed-action system: the driving motor can directly drive the vehicle (within the full vehicle speed range) through the speed reducer, and has higher requirements on the power of the driving motor, power electronic devices and an electric control system; because the motor drives the vehicle condition under the condition that a transmission (only a single-speed reducer) is not available, the requirements of the vehicle on the rotating speed and the torque under different vehicle speed working conditions cannot be well met, in the running process (low, medium and high speed) of the vehicle, the rotating speed range of the motor is very wide, the driving efficiency is greatly changed, the overall efficiency of the running of a vehicle driving system is not high, and the improvement is needed urgently for a new energy vehicle with insufficient power battery capacity.
(2) IMMD hybrid system: under general working conditions, the vehicle is driven to run after being decelerated by a main driving motor through a fixed reduction ratio; the low-power electric (power generator) machine is responsible for starting the engine and generating power to charge the driving motor and the power battery; the hybrid system has higher requirements on the power of a main driving motor, a power battery and an electric and electronic driving device thereof; because the main motor drives the vehicle after fixed speed reduction, the defects that the working rotating speed range of the motor is too wide and the running efficiency needs to be improved exist.
(3) Many sets of planetary mechanism + bi-motor + many clutch system: because the planetary gear train and the executing components are more, the running mode and the mechanism are more complex, the requirement on control is higher, and the engine does not drive the vehicle independently generally; the requirements on the power of the main driving motor and the power electronic driving device are high, and the cost is high.
Disclosure of Invention
The invention provides a multi-gear dual-motor hybrid power transmission system, which aims to solve the problems that the existing full-dead axle gear structure has pause and frustration during driving and gear shifting and is difficult to realize a 2-gear ECVT power split mode.
The technical scheme provided by the invention is as follows:
in a first aspect, the present invention provides a multiple-gear dual-motor hybrid powertrain system, comprising:
the input end of the planetary gear structure is selectively in transmission connection or disconnection connection with the engine and the second motor;
the first speed change transmission structure comprises a first-gear transmission structure and a second-gear transmission structure which are independent from each other, and the output end of the planetary gear structure is selectively in transmission connection or disconnection with the first-gear transmission structure and the second-gear transmission structure;
the input end of the second variable-speed transmission structure is connected with the first motor, and the output end of the second variable-speed transmission structure is in transmission connection with one of the second gear transmission structure and the first gear transmission structure;
the output end of the final power output mechanism is used for driving an axle of the hybrid electric vehicle to move; the input end of the first gear transmission structure is in transmission connection with the first gear transmission structure and the second gear transmission structure.
The technical scheme of the invention adopts two variable transmission structures, the first variable transmission structure is provided with a first-gear transmission structure and a second-gear transmission structure which are independent from each other, and the second variable transmission structure is in transmission connection with the final power output mechanism by utilizing an idle first-gear transmission structure or a second-gear transmission structure.
Further, another embodiment of the invention discloses a multi-gear dual-motor hybrid power transmission system, wherein the first-gear transmission structure and the second-gear transmission structure are both transmission accelerating structures and are used for accelerating transmission between the planetary gear structure and a final power output mechanism.
Further, another embodiment of the invention discloses a multi-gear dual-motor hybrid power transmission system, wherein a second speed change transmission structure is in transmission connection with the second gear transmission structure and is used for speed reduction transmission between the first motor and the final power output mechanism.
Further, another embodiment of the present invention discloses a multi-gear dual-motor hybrid transmission system, the first variable transmission structure including:
the first power input shaft is in transmission connection with the output end of the planetary gear structure, and the gear shifting synchronizer, the first-gear input gear and the second-gear input gear are arranged on the first power input shaft;
the first-gear output gear and the second first-gear output gear are arranged on the first-gear output shaft;
the second-gear output shaft is arranged on a first second-gear output gear and a second-gear output gear on the second-gear output shaft;
the first-gear input gear is in transmission connection with the first-gear output gear, the second-gear input gear is in transmission connection with the first second-gear output gear, and the second first-gear output gear and the second-gear output gear are meshed with the input end gear of the final power output mechanism at the same time.
Further, another embodiment of the invention discloses a multi-gear dual-motor hybrid power transmission system, wherein a first motor driving wheel is arranged on an output shaft of the first motor, and the first motor driving wheel is meshed with the first second-gear output gear and is used for speed reduction transmission between the first motor and the final power output mechanism.
Further, another embodiment of the invention discloses a multi-gear dual-motor hybrid power transmission system, wherein the second-gear input gear is an external gear, the planetary gear structure and the second-gear input gear are coplanar and are positioned in an inner circle of the second-gear input gear, and the second-gear input gear is meshed with the first second-gear output gear.
Further, another embodiment of the present invention discloses a multiple-shift dual-motor hybrid transmission system, wherein the shift synchronizer is configured to selectively drivingly connect one of the first gear input gear and the second gear input gear with the first power input shaft or disconnect the first gear input gear and the second gear input gear from the first power input shaft.
Further, another embodiment of the present invention discloses a multi-gear dual-motor hybrid transmission system, wherein a first input end of the planetary gear structure is selectively in transmission connection or disconnection connection with an engine through a first locking structure;
the second input end of the planetary gear structure is in transmission connection with a second motor, and the second input end of the planetary gear structure is selectively or disconnected with the output end of the planetary gear structure through a second locking structure.
Further, another embodiment of the present invention discloses a multi-gear dual-motor hybrid transmission system, wherein the planetary gear structure comprises:
a sun gear connected to an output shaft of the first motor;
a planetary gear, the planetary carrier of which is selectively connected with or disconnected from the engine in a transmission way through a first locking mechanism;
and an outer ring gear selectively in transmission connection or disconnection with the first motor through a second locking mechanism and selectively in transmission connection or disconnection with the first-gear transmission structure and the second-gear transmission structure through a shifting synchronizer.
In a second aspect, the invention provides a multi-gear dual-motor hybrid electric vehicle, which has the multi-gear dual-motor hybrid power transmission system.
Additional features and corresponding advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
FIG. 1 is a schematic block diagram of a hybrid powertrain system provided in accordance with an embodiment of the present invention; wherein, 1, an engine; 2. a drive motor; 3. a second gear input gear; 4. a first-gear input gear; 5. a first synchronizer; 6. a second motor; 7. a second synchronizer; 8. a first power input shaft; 9. a first-gear output gear; 10. a second first gear output gear; 11. a final power take-off mechanism; 12. a second gear output gear; 13. a first motor; 14. a first motor drive wheel; 15. a first second gear output gear; 16. a first gear output shaft; 17. a second gear output shaft; 18. a first locking structure; 19. a second locking structure.
FIG. 2 is a schematic diagram of the power flow of the hybrid powertrain in 2 ECVT power-split modes.
Fig. 3 is a comparison graph of the performance of a hybrid powertrain system and a prior art configuration provided by an embodiment of the present invention.
Detailed Description
The following description of the embodiments of the present invention is provided for illustrative purposes, and other advantages and effects of the present invention will become apparent to those skilled in the art from the present disclosure. While the invention will be described in conjunction with the preferred embodiments, it is not intended that features of the invention be limited to these embodiments. On the contrary, the invention is described in connection with the embodiments for the purpose of covering alternatives or modifications that may be extended based on the claims of the present invention. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. The invention may be practiced without these particulars. Moreover, some of the specific details have been left out of the description in order to avoid obscuring or obscuring the focus of the present invention. It should be noted that, in the case of no conflict, the embodiments and features of the embodiments of the present invention may be combined with each other
It should be noted that in this specification, like reference numerals and letters refer to like items in the following drawings, and thus, once an item is defined in one drawing, it need not be further defined and explained in subsequent drawings.
In the description of the present invention, it should be noted that the terms "upper", "lower", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, which are merely for convenience in describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed in a specific orientation, and operate, and thus, should not be construed as limiting the present invention. Unless expressly stated or limited otherwise, the terms "mounted," "connected," and "connected" are intended to be inclusive and mean, for example, that they may be fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
It is to be noted that, in the present invention, relational terms such as "first" and "second", and the like, are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.
The multi-gear double-motor hybrid power transmission system provided by the invention adopts two variable transmission structures, the first variable transmission structure is provided with a first gear transmission structure and a second gear transmission structure which are mutually independent, and the second variable transmission structure is in transmission connection with the final power output mechanism by utilizing an idle first gear transmission structure or second gear transmission structure. The multi-gear double-motor hybrid power transmission system has a two-gear power-split ECVT mode, an EV pure electric mode, a series mode, a parallel mode and a braking energy recovery mode.
Referring to fig. 1, the multi-speed dual motor hybrid transmission system provided by the present invention includes a planetary gear structure, a first variable transmission structure, a second variable transmission structure, and a final power output mechanism; the input end of the planetary gear structure is selectively in transmission connection or disconnection connection with the engine and the second motor; the first speed change transmission structure comprises a first-gear transmission structure and a second-gear transmission structure which are mutually independent, and the output end of the planetary gear structure is selectively in transmission connection or disconnection with the first-gear transmission structure and the second-gear transmission structure; the input end of the second variable transmission structure is connected with the first motor, and the output end of the second variable transmission structure is in transmission connection with one of the second-gear transmission structure and the first-gear transmission structure; the output end of the final power output mechanism is used for driving an axle of the hybrid electric vehicle to move; and the input end of the final power output mechanism is in transmission connection with the first-gear transmission structure and the second-gear transmission structure.
Specifically, the first variable transmission structure includes: the first power input shaft is in transmission connection with the output end of the planetary gear structure, and the gear shifting synchronizer, the first-gear input gear and the second-gear input gear are arranged on the first power input shaft; the first-gear output gear and the second first-gear output gear are arranged on the first-gear output shaft; the second-gear output shaft is arranged on a first second-gear output gear and a second-gear output gear on the second-gear output shaft; the first-gear input gear is in transmission connection with the first-gear output gear, the second-gear input gear is in transmission connection with the first second-gear output gear, and the second first-gear output gear and the second-gear output gear are simultaneously meshed with the input end gear of the final power output mechanism. The second variable-speed transmission structure comprises a first motor transmission wheel arranged on an output shaft of the first motor, and the first motor transmission wheel is meshed with the first second-gear output gear.
Specifically, the second-gear input gear is an external gear, the planetary gear structure and the second-gear input gear are coplanar and located in an inner circle of the second-gear input gear, and the second-gear input gear is meshed with the first second-gear output gear.
Further, another embodiment of the present invention discloses a multiple-shift dual-motor hybrid transmission system, wherein the shift synchronizer is configured to selectively drivingly connect one of the first gear input gear and the second gear input gear with the first power input shaft or disconnect the first gear input gear and the second gear input gear from the first power input shaft.
The first input end of the planetary gear structure is selectively in transmission connection or disconnection connection with the engine through a first locking structure; the second input end of the planetary gear structure is in transmission connection with a second motor, and the second input end of the planetary gear structure is selectively or disconnected with the output end of the planetary gear structure through a second locking structure.
The planetary gear structure comprises a sun gear, a planet gear and an outer gear ring, and the sun gear is connected to an output shaft of the first motor; the planet carrier of the planet wheel is selectively in transmission connection or disconnection connection with the engine through a first locking mechanism; the outer gear ring is selectively in transmission connection or disconnection with the first motor through a second locking mechanism, and is selectively in transmission connection or disconnection with the first-gear transmission structure and the second-gear transmission structure through a shifting synchronizer.
Compared with the traditional transmission system only using a fixed shaft gear structure, the transmission system has the advantages of compact structure, small volume and strong carrying performance of the whole vehicle and has higher output torque density.
The multi-gear scheme based on the planetary gear and fixed shaft gear combined structure has 2 ECVT modes, has wider high-efficiency area and better dynamic property compared with single ECVT, can keep high output speed ratio and high efficiency under higher vehicle speed, and solves the problem of jerking when an automobile is accelerated under the existing shaft tooth structure.
Preferably, the second speed-changing transmission structure is connected with the second-gear transmission structure, and the transmission system provided by the invention can adopt the following two modes:
ECVT1 mode: the first synchronizer moves rightwards, at the moment, the power of the engine is transmitted to the second motor (generator) through the sun gear of the planetary gear for generating power due to the power splitting function of the planetary gear, the generated power is directly provided for the first motor (driving motor), and the first motor provides driving force and outputs the driving force to the final power output mechanism through the second speed change mechanism. Meanwhile, the other part of power is transmitted to the first speed change mechanism to the final east output mechanism through the planet carrier of the planetary gear. The two-step power is finally superposed on the final power output mechanism to form power output, and the ECVT1 mode is achieved.
ECVT2 mode: the first synchronizer moves leftwards, at the moment, the power of the engine is transmitted to the second motor (generator) through the sun gear of the planetary gear for generating power due to the power splitting function of the planetary gear, the generated power is directly provided for the first motor (driving motor), and the first motor provides driving force and outputs the driving force to the final power output mechanism through the second speed change mechanism. Meanwhile, the other part of power is transmitted to the first speed change mechanism to the final east output mechanism through the planet carrier of the planetary gear. The two-step power is finally superposed on the final power output mechanism to form power output, and the ECVT1 mode is achieved. When the power output by the planetary gear structure is output to the final power output mechanism through the second-gear transmission structure, the power of the first motor and the power of the planetary gear structure are coupled on the second-gear output gear, and because the torques of the two power sources are independent and the output rotating speeds are proportional to each other, the final composite torque on the second-gear output gear is the coupling superposition of the output torques of the two power sources. The power distribution high-efficiency area of the mode is 0-75 KPH.
The multi-gear double-motor hybrid power transmission system provided by the embodiment of the invention can be selectively in transmission connection with the first-gear transmission structure and the second-gear transmission structure through the output end of the planetary gear structure to realize variable-speed running of the hybrid electric vehicle. For example: the first gear transmission structure and the second gear transmission structure are different in transmission ratio, and under the condition that the rotation speed of the first power input shaft is not changed, when the first power input shaft is switched to the first gear transmission structure or the second gear transmission structure, the rotation speed of the gear at the input end of the final power output mechanism is different, so that the driving speed of the hybrid electric vehicle is different.
The working modes of the hybrid electric vehicle mainly comprise the following modes:
(1) starting up
And in the vehicle starting stage, the first motor works, the engine and the second motor are kept in a closed state, the planetary gear structure does not run, and the first synchronizer idles. The power of the first motor sequentially passes through the first motor transmission wheel, the first second-gear output gear and the second-gear output gear to reach the input end gear of the final power output mechanism, the process is a speed reduction transmission process, and the vehicle keeps running at a low speed. The stage is started by only using the power of the first motor, and the low-speed large torque when the first motor is started is fully utilized.
(2) Low and medium speed running
In the low-medium speed running stage, the vehicle adopts a pure electric driving mode: the second motor works, the engine and the first motor keep a closed state, the second synchronizer is clamped into the first power output shaft, so that the second motor output shaft and the first power output shaft synchronously run, and the second motor provides electric energy to drive the vehicle to run; the first battery is neither powered nor draws energy from the drive train. In the mode, the first synchronizer has the same rotating speed as the second motor, and the two-gear switching under the driving of the second motor is realized through the first variable-speed transmission structure.
(3) General travel
The vehicle can adopt a pure electric drive mode or a pure engine drive mode in a general driving stage:
(a) pure engine drive mode: the first motor and the second motor are in a closed state, and the engine works to improve energy and drive the vehicle to run. In the mode, the engine is directly connected with the planet wheel, the rotating speed of the first synchronizer is the same as that of the outer gear ring of the planet gear structure, and two gears are switched under the driving of the engine through the first variable speed transmission structure.
(b) Pure electric drive mode: the engine keeps a closed state, the first motor and the second motor work simultaneously, the second synchronizer is clamped into the first power output shaft, the second motor output shaft and the first power output shaft run synchronously, and the first motor and the second motor provide power required by a final power output mechanism simultaneously to drive the vehicle to run. In the mode, the rotating speeds of the first synchronizer and the second motor are the same, two-gear switching under the driving of the second motor is realized through the first speed change transmission structure, and the output torque of the final power output mechanism is increased in the mode different from the low-medium speed running stage.
(4) General driving/surplus energy supply
When the hybrid power system runs at a high speed, the engine provides energy, redundant energy generated by the engine reaches the first motor through the second-gear output gear and the first motor transmission wheel in sequence, reaches the second motor through the sun gear and the second motor output shaft, is converted into electric power by the first motor and the second motor, and is stored in the storage battery.
(5) Full speed driving
The vehicle needs strong accelerating force, the engine and the first motor work simultaneously, the power of the engine reaches the input end gear of the final power output mechanism through the planetary gear structure, the first power input shaft, the second-gear input gear, the first second-gear output gear and the second-gear output gear in sequence, the power of the first motor reaches the input end gear of the final power output mechanism through the first motor driving wheel, the first second-gear output gear and the second-gear output gear in sequence, the power of the first motor and the second motor is coupled through the first second-gear output gear, the driving capability of the first second-gear output gear is increased, the power performance of the vehicle is improved finally, and the torque increasing effect can be achieved under the condition of no speed reduction.
(6) Deceleration/energy regeneration
When the vehicle brakes and decelerates, the rotating force of the wheels drives the first motor to operate, the first motor is used as a generator, and the braking energy is recovered to the storage battery for reutilization.
(7) Parking
When the vehicle is stopped, the engine, the first motor and the second motor are all in a closed state.
Under the same whole vehicle boundary and engine environment, the multi-gear double-motor hybrid power transmission system provided by the invention can realize 7-gear hybrid power, wherein the gear number of the engine end is 4:
TABLE 1 Gear-position corresponding relationship with Engine and Motor
| Gear position | Engine | First motor | Second electric machine |
| First gear | × | √ | × |
| Second gear | × | √/× | √ |
| Three-gear | × | √/× | √ |
| Four-gear | √ | √/× | × |
| Five-gear | √ | √/× | × |
| Six-gear | √ | √/× | √ |
| Seven-gear | √ | √/× | √ |
In the table, √ denotes an operation, and × denotes an off state.
Table 2 shows the relationship between the number of engine end gears and the fuel consumption measured using the fuel consumption Test standard wltp (world Light Vehicle Test procedure).
TABLE 2 Engine end gear number increase and Fuel consumption benefit
| Number of engine end gear | |
| 1→2 | ～4％ |
| 2→3 | ～3％ |
| 3→4 | ～2％ |
| 4→6 | ＜0.7％ |
Table 2 shows that the economic gain is low when the number of gear positions of the engine of the hybrid electric vehicle is 4 or more. Under a hybrid power framework, the gear number of an engine end is 4, and compared with the single-gear oil saving rate of the engine end, the oil saving rate is about 8-9%, and the oil saving rate is 4-5% relative to 2 gears; by using the structure of the fixed shaft gear and the planetary gear of the transmission system, as shown in table 3, the transmission system can realize 4 gears at the engine end, and the transmission system is simpler and more compact in whole structure and lighter in weight.
TABLE 3
The invention can additionally form 2 ECVT power splitting modes by using the shaft tooth structure of the fixed shaft gear and the planet gear. Compared with the traditional engine working mode, the ECVT power distribution mode has the advantages that an interface can be realized for the engine speed and the vehicle speed, a function distribution mode for the ECVT mode is formed, the whole driving feeling of a driver is improved, the fuel consumption and the performance are improved, the economy and the fuel consumption are advantageous in size, a certain improvement can be realized, and the economy dynamic performance is improved. The power split range of the transmission system is wide, more vehicle speeds can be supported, and the range of the whole vehicle speed and the range of torque are wider than those of the existing transmission system.
The foregoing are merely exemplary embodiments of the present invention, which enable those skilled in the art to understand or practice the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (10)
1. A multi-speed dual motor hybrid transmission system, comprising:
the input end of the planetary gear structure is selectively in transmission connection or disconnection connection with the engine and the second motor;
the first speed change transmission structure comprises a first-gear transmission structure and a second-gear transmission structure which are independent from each other, and the output end of the planetary gear structure is selectively in transmission connection or disconnection with the first-gear transmission structure and the second-gear transmission structure;
the input end of the second variable-speed transmission structure is connected with the first motor, and the output end of the second variable-speed transmission structure is in transmission connection with one of the second gear transmission structure and the first gear transmission structure;
the output end of the final power output mechanism is used for driving an axle of the hybrid electric vehicle to move; the input end of the first gear transmission structure is in transmission connection with the first gear transmission structure and the second gear transmission structure.
2. The multiple-ratio dual-motor hybrid transmission system as claimed in claim 1, wherein: the first gear transmission structure and the second gear transmission structure are both transmission accelerating structures and are used for accelerating transmission between the planetary gear structure and the final power output mechanism.
3. The multiple-speed dual-motor hybrid transmission system according to claim 1 or 2, characterized in that: and the second variable transmission structure is in transmission connection with the second gear transmission structure and is used for speed reduction transmission between the first motor and the final power output mechanism.
4. The multiple-ratio dual-motor hybrid transmission system as claimed in claim 1, wherein: the first variable transmission structure includes:
the first power input shaft is in transmission connection with the output end of the planetary gear structure, and the gear shifting synchronizer, the first-gear input gear and the second-gear input gear are arranged on the first power input shaft;
the first-gear output gear and the second first-gear output gear are arranged on the first-gear output shaft;
the second-gear output shaft is arranged on a first second-gear output gear and a second-gear output gear on the second-gear output shaft;
the first-gear input gear is in transmission connection with the first-gear output gear, the second-gear input gear is in transmission connection with the first second-gear output gear, and the second first-gear output gear and the second-gear output gear are meshed with the input end gear of the final power output mechanism at the same time.
5. The multiple-ratio dual-motor hybrid transmission system as claimed in claim 4, wherein: and a first motor driving wheel is arranged on an output shaft of the first motor, and the first motor driving wheel is meshed with the first second-gear output gear and is used for speed reduction transmission between the first motor and the final power output mechanism.
6. The multiple-ratio dual-motor hybrid transmission system as claimed in claim 4, wherein: the second-gear input gear is an external gear, the planetary gear structure and the second-gear input gear are coplanar and are positioned in the inner circle of the second-gear input gear, and the second-gear input gear is meshed with the first second-gear output gear.
7. The multiple-ratio dual-motor hybrid transmission system as claimed in claim 4, wherein: the shift synchronizer is configured to selectively drivingly connect one of the first gear input gear and the second gear input gear to the first power input shaft or disconnect the first gear input gear and the second gear input gear from the first power input shaft.
8. The multiple-ratio dual-motor hybrid transmission system as claimed in claim 1, wherein:
the first input end of the planetary gear structure is selectively in transmission connection or disconnection connection with the engine through a first locking structure;
the second input end of the planetary gear structure is in transmission connection with a second motor, and the second input end of the planetary gear structure is selectively or disconnected with the output end of the planetary gear structure through a second locking structure.
9. The multiple-ratio dual-motor hybrid transmission system as claimed in claim 7, wherein: the planetary gear structure includes:
a sun gear connected to an output shaft of the first motor;
a planetary gear, the planetary carrier of which is selectively connected with or disconnected from the engine in a transmission way through a first locking mechanism;
and an outer ring gear selectively in transmission connection or disconnection with the first motor through a second locking mechanism and selectively in transmission connection or disconnection with the first-gear transmission structure and the second-gear transmission structure through a shifting synchronizer.
10. The utility model provides a many grades of bi-motor hybrid vehicle which characterized in that: a multiple-ratio dual-motor hybrid transmission system as claimed in any one of claims 1 to 9.
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN116945886A (en) * | 2023-09-19 | 2023-10-27 | 吉孚汽车技术(苏州)有限公司 | Two-gear hybrid gearbox and power split control method thereof |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN116945886A (en) * | 2023-09-19 | 2023-10-27 | 吉孚汽车技术(苏州)有限公司 | Two-gear hybrid gearbox and power split control method thereof |
| CN116945886B (en) * | 2023-09-19 | 2024-01-26 | 吉孚汽车技术(苏州)有限公司 | Two-gear hybrid gearbox and power split control method thereof |
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