CN220129939U - Driving system of hybrid electric vehicle - Google Patents
Driving system of hybrid electric vehicle Download PDFInfo
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- CN220129939U CN220129939U CN202321222906.9U CN202321222906U CN220129939U CN 220129939 U CN220129939 U CN 220129939U CN 202321222906 U CN202321222906 U CN 202321222906U CN 220129939 U CN220129939 U CN 220129939U
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- 230000007246 mechanism Effects 0.000 claims abstract description 19
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- 239000000446 fuel Substances 0.000 abstract description 4
- 230000005540 biological transmission Effects 0.000 description 8
- 230000001133 acceleration Effects 0.000 description 4
- 239000007858 starting material Substances 0.000 description 4
- 230000009286 beneficial effect Effects 0.000 description 2
- 238000004146 energy storage Methods 0.000 description 2
- 230000007935 neutral effect Effects 0.000 description 2
- 238000010248 power generation Methods 0.000 description 2
- 238000011084 recovery Methods 0.000 description 2
- 238000000926 separation method Methods 0.000 description 2
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- 230000000694 effects Effects 0.000 description 1
- 230000005611 electricity Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000004907 flux Effects 0.000 description 1
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- Electric Propulsion And Braking For Vehicles (AREA)
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- Hybrid Electric Vehicles (AREA)
Abstract
The utility model discloses a driving system of a hybrid electric vehicle, which relates to the technical field of hybrid electric vehicles and comprises an engine, a first motor, a second motor and a differential mechanism assembly, wherein a rotating shaft of the engine is an input shaft, a first clutch is arranged on the input shaft and is connected with an input assembly, the first clutch is connected with the first motor, the second motor is arranged on one side of the input assembly, and the input assembly is connected with the differential mechanism assembly through an output assembly. The power driving system has the advantages that various working modes and gear switching are realized through the input assembly and the output, the internal structure of the power driving system is simple, the connection is efficient and reasonable, the control is convenient and easy to implement, different working modes can be selected according to different road conditions on the premise of lower cost and better arrangement size, and powerless interrupt gear shifting can be realized, so that the vehicle has better dynamic property and fuel economy.
Description
Technical Field
The utility model relates to the technical field of hybrid electric vehicles, in particular to a driving system of a hybrid electric vehicle.
Background
At present, with the national policy of fund support for new energy automobiles and continuous investment of technologies of motor, electric control, battery and hybrid special high-efficiency engines by automobile enterprises, the new energy automobile market permeability of the new energy automobiles is increasingly improved. The hybrid electric vehicle is popular in the market because of the advantages of long endurance of the engine, convenient oiling, good energy-saving effect of the motor, low noise and excellent low-speed acceleration performance.
As disclosed in publication No. CN101152837B, on 09/29 in 2006, a hybrid vehicle drive device is disclosed that includes an engine, a starter generator, a clutch, a transmission mechanism, a motor generator, and an energy storage system, wherein the energy storage system is electrically connected to the starter generator and the motor generator, a rotor shaft of the starter generator is connected to an output shaft of the engine, the clutch is connected between the rotor shaft of the starter generator and an input shaft of the transmission mechanism, the rotor shaft of the motor generator is connected to an output shaft of the transmission mechanism, and the output shaft of the transmission mechanism is transmitted to wheels through a transmission mechanism. The driving device disclosed by the above is characterized in that a single-gear speed reducing mechanism is adopted, so that the motor is easy to be in a rear section for debilitation during acceleration, and the engine is limited in high-efficiency working range due to only one gear, so that the requirements of power performance and economy are hardly met.
Disclosure of Invention
The utility model aims to provide a hybrid electric vehicle driving system with better power performance and higher economy. According to the utility model, various working modes and gear switching are realized through the input assembly and the output, and the powerless interrupt gear shifting is realized according to different working modes, so that the vehicle has better dynamic property and fuel economy.
In order to achieve the above purpose, the technical scheme adopted by the utility model for solving the technical problems is as follows: the utility model provides a hybrid vehicle actuating system, includes engine, first motor, second motor and differential mechanism assembly, the pivot of engine is the input shaft, be equipped with first clutch on the input shaft, first clutch is connected with the input unit spare, first clutch is connected with first motor, input unit spare one side is equipped with the second motor, the input unit spare passes through output unit spare and is connected with differential mechanism assembly.
As still further scheme of the utility model, a first motor driving gear is arranged on the rotating shaft of the first motor, a first motor driven gear is arranged on the driving disc of the first clutch, and the first motor driving gear is meshed with the first motor driven gear.
As still further scheme of the utility model, the input assembly comprises a second motor input shaft, a first-gear driving gear, a second-gear driving gear and a second clutch, wherein the second motor input shaft is connected with a rotor of a second motor, the first-gear driving gear and the second clutch are arranged on the second motor input shaft, and the second clutch is connected with the second-gear driving gear.
As a still further aspect of the present utility model, the driven plate of the second clutch is connected to a second gear driving gear, and the driving plate of the second clutch is connected to a second motor input shaft.
As still further scheme of the utility model, the output assembly comprises an output shaft, a first-gear driven gear, a second-gear driven gear and a third clutch, wherein the output shaft is connected with the third clutch, the third clutch is connected with the second-gear driven gear, the second-gear driven gear is arranged on the output shaft, the first-gear driven gear is meshed with the first-gear driving gear, and the second-gear driven gear is meshed with the second-gear driving gear.
As a still further aspect of the present utility model, the output shaft is connected to a driven plate of a third clutch, and a driving plate of the third clutch is connected to a first-gear driven gear.
As a still further scheme of the utility model, the output shaft is provided with a differential driving gear, the differential assembly is provided with a differential driven gear, and the differential driving gear is meshed with the differential driven gear.
The beneficial effects of the utility model are as follows:
the power driving system has the advantages that various working modes and gear switching are realized through the input assembly and the output, the internal structure of the power driving system is simple, the connection is efficient and reasonable, the control is convenient and easy to implement, different working modes can be selected according to different road conditions on the premise of lower cost and better arrangement size, and powerless interrupt gear shifting can be realized, so that the vehicle has better dynamic property and fuel economy.
Drawings
Fig. 1 is a schematic structural diagram of a hybrid electric vehicle driving system according to the present utility model.
In the accompanying drawings: 1-engine, 2-first motor, 3-second motor, 4-input shaft, 5-input assembly, 51-second motor input shaft, 52-first gear driving gear, 53-second gear driving gear, 6-output assembly, 61-output shaft, 62-first gear driven gear, 63-second gear driven gear, 64-differential driving gear, 7-differential driven gear, 8-differential assembly, 9-first motor driven gear, 10-first motor driving gear, 11-first clutch, 12-second clutch, 13-third clutch.
Detailed Description
The present utility model will be described in further detail with reference to the drawings and examples, in order to make the objects, technical solutions and advantages of the present utility model more apparent. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the utility model.
Specific implementations of the utility model are described in detail below in connection with specific embodiments.
As shown in fig. 1, the hybrid electric vehicle driving system comprises an engine 1, a first motor 2, a second motor 3 and a differential mechanism assembly 8, wherein a rotating shaft of the engine 1 is an input shaft 4, a first clutch 11 is arranged on the input shaft 4, the first clutch 11 is connected with an input assembly 5, the first clutch 11 is connected with the first motor 2, the second motor 3 is arranged on one side of the input assembly 5, and the second motor 3 is connected with the input assembly. In this embodiment, the first motor 2 and the second motor 3 each have driving and generating functions, and torque is transmitted to wheels through a differential assembly 8 via half shafts.
The rotation shaft of the first motor 2 is provided with a first motor driving gear 10, a driving disc of the first clutch 11 is provided with a first motor driven gear 9, the first motor driving gear 10 is meshed with the first motor driven gear 9, the first motor 2 works to enable the first motor driving gear 10 to rotate, the first motor driving gear 10 rotates to enable the first motor driven gear 9 to rotate, then the input shaft 4 is enabled to rotate, the engine 1 is driven to rotate, and the engine 1 can also rotate to enable the first motor 2 to perform power generation through the input shaft 4, the first motor driven gear 9 and the first motor driving gear 10.
The input assembly 5 comprises a second motor input shaft 51, a first-gear driving gear 52, a second-gear driving gear 53 and a second clutch 12, wherein the second motor input shaft 51 is connected with a rotor of the second motor 3, the second motor input shaft 51 is provided with the first-gear driving gear 52 and the second clutch 12, the second clutch 12 is connected with the second-gear driving gear 53, and specifically, the second-gear driving gear 53 is sleeved on the second motor input shaft 51 in an empty mode and is supported through a needle bearing; in use, when the driving and driven discs of the second clutch 12 are disengaged, the second motor 3 is operated to rotate the second motor input shaft 51 and thus the first gear drive gear 52.
The driven plate of the second clutch 12 is connected with the second-gear driving gear 53, the driving plate of the second clutch 12 is connected with the second motor input shaft 51, and when the driving plate and the driven plate of the second clutch 12 are combined, the second motor 3 works to enable the second motor input shaft 51 to rotate, so that the second clutch 12 drives the second-gear driving gear 53 to rotate.
The output assembly 6 includes an output shaft 61, a first gear driven gear 62, a second gear driven gear 63 and a third clutch 13, the output shaft 61 is connected with the third clutch 13, the third clutch 13 is connected with the second gear driven gear 63, the output shaft 61 is provided with the second gear driven gear 63, the first gear driven gear 62 is meshed with the first gear driving gear 52, the second gear driven gear 63 is meshed with the second gear driving gear 53, specifically, the first gear driven gear 62 is sleeved on the output shaft 61 in an empty mode and supported by a needle bearing, and when a driving disc and a driven disc of the third clutch 13 are in a separated state, the second gear driving gear 53 rotates to enable the second gear driven gear 63 to rotate, and the output shaft 61 rotates.
The output shaft 61 is connected with the driven plate of the third clutch 13, the driving plate of the third clutch 13 is connected with the first-gear driven gear 62, and when the driving plate and the driven plate of the third clutch 13 are in a fitting state, the first-gear driving gear 52 rotates so that the third clutch 13 drives the output shaft 61 to rotate.
Specifically, the transmission ratio of the first-gear driving gear 52 and the first-gear driven gear 62 is larger than the transmission ratio of the second-gear driving gear 53 and the second-gear driven gear 63, so that control of two gears is realized.
The output shaft 61 is provided with a differential driving gear 64, the differential assembly 8 is provided with a differential driven gear 7, the differential driving gear 64 is meshed with the differential driven gear 7, when the output shaft 61 rotates, the differential driving gear 64 rotates, the differential driven gear 7 further transmits torque to wheels through a half shaft through the differential assembly 8, and the automobile is driven to move.
When the vehicle is in the pure electric mode and the gear shifting mode, the second motor 3 outputs power to drive the vehicle to run. At this time, the second motor 3 is operated, the engine 1 and the first motor 2 are stopped, and the first clutch 11 is in a disengaged state. By simultaneously controlling the engagement and disengagement of the second clutch 12 and the third clutch 13, and the forward rotation and reverse rotation of the second motor 3, the switching of the forward first gear, the forward second gear and the reverse gear functions is achieved, and the switching between the forward first gear and the forward second gear is achieved by simultaneously controlling the second clutch 12 and the third clutch 13 to perform torque exchange.
Specifically, in the first gear, the third clutch 13 is in a combined state, the second clutch 12 is in a separated state, and the power generated by the second motor is transmitted to the differential assembly 8 through the second motor input shaft 51, the first gear driving gear 51, the first gear driven gear 62, the third clutch 13, the output shaft 61, the differential driving gear 64 and the differential driven gear 7, and finally transmitted to the wheels through the half shafts, so that the forward first gear function in the mode is realized.
In the second gear, the second clutch 12 is in a combined state, the third clutch 13 is in a separated state, and power generated by the second motor 3 is transmitted to the differential assembly 8 through the second motor input shaft 51, the second clutch 12, the second gear driving gear 53, the second gear driven gear 63, the output shaft 61, the differential driving gear 64 and the differential driven gear 7, and finally transmitted to wheels through the half shafts, so that the forward second gear function in the mode is realized.
The shift between first gear and second gear is made without power interruption by simultaneously controlling the second clutch 12 and the third clutch 13 to exchange torque.
During reverse gear, the second motor 3 is controlled to reversely rotate, the third clutch 13 is combined, the second clutch 12 is separated while the third clutch 13 is combined, and power generated by the second motor 3 is transmitted to the differential mechanism assembly 8 through the second motor input shaft 51, the first-gear driving gear 52, the first-gear driven gear 62, the third clutch 13, the output shaft 61, the differential mechanism driving gear 64 and the differential mechanism driven gear 7 and finally transmitted to wheels through half shafts to drive the vehicle to reverse, so that reverse gear is realized.
When the vehicle is in the hybrid parallel drive and shift mode, the vehicle is driven by the power output from the engine 1 and the second motor 3. At this time, the first clutch 11 is controlled to be engaged, the engagement and disengagement of the second clutch 12 and the third clutch 13 are simultaneously controlled to realize the shift between the first forward gear and the second forward gear, and the shift between the first forward gear and the second forward gear is realized by simultaneously controlling the second clutch 12 and the third clutch 13 to perform torque exchange to realize the power-off shift.
Specifically, in the first gear, the first clutch 11 is engaged, the third clutch 13 is engaged, and the second clutch 12 is disengaged while the third clutch 13 is engaged, so that the power generated by the engine 1 and the second motor 3 is transmitted to the differential assembly 8 through the second motor input shaft 51, the first gear driving gear 52, the first gear driven gear 62, the third clutch 13, the output shaft 61, the differential driving gear 64, and the differential driven gear 7, and finally transmitted to the wheels through the half shafts, thereby realizing the forward first gear function in this mode.
In the second gear, the first clutch 11 is combined, the second clutch 12 is combined, the third clutch 13 is separated while the second clutch 12 is combined, and the power generated by the engine 1 and the second motor 3 is transmitted to the differential assembly 8 through the second motor input shaft 51, the second clutch 12, the second gear driving gear 53, the second gear driven gear 63, the output shaft 61, the differential driving gear 64 and the differential driven gear 7 and finally transmitted to wheels through half shafts, so that the forward second gear function in the mode is realized. The shift between first gear and second gear is realized without power interruption by simultaneously controlling the second clutch 12 and the third clutch 13 to exchange torque.
When the vehicle is in a driving charging series connection and gear shifting mode, the engine 1 drives the first motor 2 to operate, the first motor 2 generates electricity and charges a storage battery, and the second motor 3 outputs power to drive the vehicle to run. The driving disc and the driven disc of the first clutch 11 are in a separated state, the combination and separation of the second clutch 12 and the third clutch 13 are simultaneously controlled to realize the switching of the functions of the first forward gear, the second forward gear and the reverse gear, and the switching between the first forward gear and the second forward gear is realized by simultaneously controlling the second clutch 12 and the third clutch 13 to perform torque exchange to realize the power-interruption-free gear shifting. The implementation modes of the first gear, the second gear and the reverse gear in the mode are the same as those of the first gear, the second gear and the reverse gear in the pure electric driving and gear shifting mode.
Specifically, in the first gear, the third clutch 13 is engaged, and the second clutch 12 is disengaged while the third clutch 13 is engaged, so that the power generated by the second motor 3 is transmitted to the differential assembly 8 through the second motor input shaft 51, the first gear driving gear 52, the first gear driven gear 62, the third clutch 13, the output shaft 61, the differential driving gear 64 and the differential driven gear 7, and finally transmitted to the wheels through the half shafts, thereby realizing the forward first gear function in the mode.
In the second gear, the second clutch 12 is controlled to be combined, the third clutch 13 is separated while the second clutch 12 is combined, and the power generated by the second motor 3 is transmitted to the differential assembly 8 through the second motor input shaft 51, the second clutch 12, the second gear driving gear 53, the second gear driven gear 63, the output shaft 61, the differential driving gear 64 and the differential driven gear 7 and finally transmitted to wheels through a half shaft, so that the forward second gear function in the mode is realized.
The shift between first gear and second gear is realized without power interruption by simultaneously controlling the second clutch 12 and the third clutch 13 to exchange torque. During reverse gear, the second motor 3 rotates reversely, the third clutch 13 is combined, the second clutch 12 is separated while the third clutch 13 is combined, and power generated by the second motor 3 is transmitted to the differential mechanism assembly 8 through the second motor input shaft 51, the first-gear driving gear 52, the first-gear driven gear 62, the third clutch 13, the output shaft 61, the differential mechanism driving gear 64 and the differential mechanism driven gear 7 and finally transmitted to wheels through a half shaft to drive the vehicle to reverse, so that reverse gear is realized.
When the vehicle is in the parallel charging and gear shifting mode, the engine 1 outputs power, a part of the power output by the engine 1 is used for driving the first motor 2 to generate power, and the other part of the power output by the engine 1 and the power output by the second motor 3 are coupled on the second motor input shaft 51. At this time, the first clutch 11 is engaged, the shift between the first forward gear and the second forward gear is achieved by simultaneously controlling the engagement and disengagement of the second clutch 12 and the third clutch 13, and the shift between the first forward gear and the second forward gear is achieved by simultaneously controlling the second clutch 12 and the third clutch 13 to perform torque exchange to achieve power-interruption-free shift. The clutch control manner and the power transmission route of the first gear and the second gear in this mode are the same as those of the first gear and the second gear in the hybrid parallel drive and shift mode, respectively.
Specifically, in the first gear, the first clutch 11 is engaged, the third clutch 13 is engaged, and the second clutch 12 is disengaged while the third clutch 13 is engaged, so that the power generated by the engine 1 and the second motor 3 is transmitted to the differential assembly 8 through the second motor input shaft 51, the first gear driving gear 52, the first gear driven gear 62, the third clutch 13, the output shaft 61, the differential driving gear 64, and the differential driven gear 7, and finally transmitted to the wheels through the half shafts, thereby realizing the forward first gear function in this mode.
In the second gear, the first clutch 11 is combined, the second clutch 12 is combined, the third clutch 13 is separated while the second clutch 12 is combined, and the power generated by the engine 1 and the second motor 3 is transmitted to the differential assembly 8 through the second motor input shaft 51, the second clutch 12, the second gear driving gear 53, the second gear driven gear 63, the output shaft 61, the differential driving gear 64 and the differential driven gear 7, and finally transmitted to the wheels through the half shafts, so that the forward second gear function in the mode is realized.
The shift between first gear and second gear is realized without power interruption by simultaneously controlling the second clutch 12 and the third clutch 13 to exchange torque.
When the vehicle to which the power driving system is applied is in a neutral parking mode, the engine 1, the first motor 2 and the second motor 3 stop working, the first clutch 11, the second clutch 12 and the third clutch 13 are in a separated state, and the power connection between the power source and the wheels is disconnected, so that the neutral parking function of the vehicle is realized.
When the vehicle is in a parking charging mode, the second motor 3 stops working, the first clutch 11, the second clutch 12 and the third clutch 13 are in a separation state, the input assembly 5 and the first motor 2 are in a disconnection state, the vehicle whole controller controls the first motor 2 to firstly enter a driving mode, the engine 1 is driven to start, the engine 1 is enabled to ignite, then the engine 1 drives the first motor driving gear 10 and the first motor driven gear 9 to rotate, so that the first motor 2 is driven to operate to enter a power generation working mode, and a storage battery is charged by the first motor 2.
When the vehicle is in the braking deceleration energy recovery mode, the first clutch 11 is disengaged, and the energy recovery is performed to charge the battery by controlling the engagement or disengagement of the second clutch 12 and the third clutch 13, and controlling the braking of the second motor 3.
The utility model has two gears, the torque is larger when starting, and the acceleration time is shorter; the motor can continuously keep high torque work through gear reduction during acceleration, so that the vehicle speed is continuously improved, and the dynamic property of the vehicle is improved. The smaller two-gear speed ratio can ensure that the motor is not always in a higher rotating speed interval, better NVH performance is obtained, and meanwhile, the problems of bearing lubrication, sealing and flux weakening of the high-speed motor are solved. And under the middle and high speed working condition, the engine has a wider range of high-efficiency intervals due to the adoption of two gears, and has better dynamic property and economical advantage.
According to the utility model, the first gear and the second gear are switched by adopting the second clutch 12 and the third clutch 13, and the powerless interrupt gear shifting can be realized according to different working modes, so that the vehicle has better gear shifting comfort and fuel economy.
The second clutch 12 and the third clutch 13 are separately arranged on the input shaft and the output shaft, thereby reducing the axial dimension of the system and being more beneficial to the overall arrangement
The foregoing description of the preferred embodiments of the utility model is not intended to be limiting, but rather is intended to cover all modifications, equivalents, and alternatives falling within the spirit and principles of the utility model.
Claims (7)
1. The utility model provides a hybrid vehicle actuating system, its characterized in that, including engine (1), first motor (2), second motor (3) and differential mechanism assembly (8), the pivot of engine (1) is input shaft (4), be equipped with first clutch (11) on input shaft (4), first clutch (11) are connected with input assembly (5), first clutch (11) are connected with first motor (2), input assembly (5) one side is equipped with second motor (3), input assembly (5) are connected with differential mechanism assembly (8) through output assembly (6).
2. A hybrid vehicle drive system according to claim 1, characterized in that a first motor driving gear (10) is provided on the rotation shaft of the first motor (2), a first motor driven gear (9) is provided on the driving disc of the first clutch (11), and the first motor driving gear (10) is meshed with the first motor driven gear (9).
3. The hybrid vehicle drive system according to claim 1, wherein the input assembly (5) comprises a second motor input shaft (51), a first gear driving gear (52), a second gear driving gear (53) and a second clutch (12), the second motor input shaft (51) is connected with a rotor of the second motor (3), the second motor input shaft (51) is provided with a first gear driving gear (52) and a second clutch (12), and the second clutch (12) is connected with the second gear driving gear (53).
4. A hybrid vehicle drive system according to claim 3, characterized in that the driven disc of the second clutch (12) is connected to a second gear drive gear (53), and the drive disc of the second clutch (12) is connected to a second motor input shaft (51).
5. The hybrid vehicle drive system according to claim 1, wherein the output assembly (6) includes an output shaft (61), a first-gear driven gear (62), a second-gear driven gear (63), and a third clutch (13), the output shaft (61) is connected to the third clutch (13), the third clutch (13) is connected to the second-gear driven gear (63), the output shaft (61) is provided with the second-gear driven gear (63), the first-gear driven gear (62) is meshed with the first-gear driving gear (52), and the second-gear driven gear (63) is meshed with the second-gear driving gear (53).
6. The hybrid vehicle drive system according to claim 5, wherein the output shaft (61) is connected to a driven plate of a third clutch (13), and a driving plate one-shift driven gear (62) of the third clutch (13) is connected.
7. A hybrid vehicle drive system according to claim 5, wherein a differential drive gear (64) is provided on the output shaft (61), and a differential driven gear (7) is provided on the differential assembly (8), the differential drive gear (64) being meshed with the differential driven gear (7).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202321222906.9U CN220129939U (en) | 2023-05-19 | 2023-05-19 | Driving system of hybrid electric vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202321222906.9U CN220129939U (en) | 2023-05-19 | 2023-05-19 | Driving system of hybrid electric vehicle |
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| Publication Number | Publication Date |
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| CN220129939U true CN220129939U (en) | 2023-12-05 |
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| CN202321222906.9U Active CN220129939U (en) | 2023-05-19 | 2023-05-19 | Driving system of hybrid electric vehicle |
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| CN (1) | CN220129939U (en) |
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- 2023-05-19 CN CN202321222906.9U patent/CN220129939U/en active Active
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