WO2021052239A1 - 用于车辆的混合动力***及其控制方法 - Google Patents

用于车辆的混合动力***及其控制方法 Download PDF

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Publication number
WO2021052239A1
WO2021052239A1 PCT/CN2020/114507 CN2020114507W WO2021052239A1 WO 2021052239 A1 WO2021052239 A1 WO 2021052239A1 CN 2020114507 W CN2020114507 W CN 2020114507W WO 2021052239 A1 WO2021052239 A1 WO 2021052239A1
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Prior art keywords
gear
torque
input shaft
engine
shaft
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PCT/CN2020/114507
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English (en)
French (fr)
Inventor
段志辉
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北京新能源汽车技术创新中心有限公司
段志辉
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Application filed by 北京新能源汽车技术创新中心有限公司, 段志辉 filed Critical 北京新能源汽车技术创新中心有限公司
Priority to US17/761,648 priority Critical patent/US11850944B2/en
Publication of WO2021052239A1 publication Critical patent/WO2021052239A1/zh

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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
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    • 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
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    • 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
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
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    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
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    • 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
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    • 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
    • B60K6/42—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 the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • 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
    • B60K6/42—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 the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4833—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range
    • B60K2006/4841—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range the gear provides shifting between multiple ratios
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/021—Clutch engagement state
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/1005—Transmission ratio engaged
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • F16H2061/0411—Synchronisation before shifting by control of shaft brakes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • F16H2061/0422—Synchronisation before shifting by an electric machine, e.g. by accelerating or braking the input shaft
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present invention relates to the technical field of hybrid power vehicles, in particular to a hybrid power system for vehicles and a control method thereof.
  • Hybrid electric vehicles have two power sources: engine and electric motor. Through the cooperation between the two power sources while the vehicle is running, it combines the advantages of traditional fuel vehicles and pure electric vehicles, and becomes the best solution to environmental and energy problems.
  • the vehicle model is the most industrialized and marketable power system of electric vehicles.
  • DCT Device Clutch Transmission
  • DCT Dual Clutch Transmission
  • Gear transmission high efficiency, less energy loss caused by clutch drag resistance, and less hydraulic energy consumption
  • engine and motor are driven in parallel, with torque superimposition and good power
  • DCT technology is mature, mass production is realized, and the quality of parts and assemblies is stable , Low cost
  • the dual clutch control technology is complex, risky and costly
  • the dual clutch has a larger diameter and volume. After the motor is added, the axial length is larger and the layout in the engine compartment is difficult. ; 3.
  • the purpose of the present invention is to provide a hybrid power system for vehicles with high transmission efficiency, multiple gears, compact structure, and mature component technology, and to disclose the above-mentioned control method for the hybrid power system for vehicles. , Also discloses a vehicle including the hybrid power system.
  • a hybrid power system for a vehicle includes an engine, a hybrid power module and a dual-input shaft transmission mechanism.
  • the hybrid power module includes a motor, a planetary gear train, a first clutch and a brake.
  • the planetary gear train has at least 3 rotating shafts, They are: rotating shaft X1, rotating shaft X2, rotating shaft X3, the axis of the three rotating shafts are in a straight line, and the rotating speed of rotating shaft X2 is between the rotating shaft X1 rotating speed and rotating shaft X3 rotating speed; any two of the three rotating shafts
  • a first clutch is arranged therebetween; the power output shaft of the engine is connected to the rotating shaft X3 or X1 of the planetary gear train and the second input shaft of the dual-input shaft transmission mechanism.
  • the rotor of the motor is connected to the rotating shaft X1 or X3, and the rotating shaft X2 is connected to the first input shaft of the dual-input shaft transmission mechanism;
  • the brake is installed on the power output shaft of the engine;
  • the dual-input shaft transmission mechanism includes a first input shaft, a second input shaft, and several pairs of forward gears , At least one set of reverse gears and output shafts, the first input shaft is provided with an odd-numbered drive gear, the second input shaft is provided with an even-numbered drive gear, and the output shaft is equipped with driven gears of each gear.
  • the driving gear of each gear and its corresponding driven gear mesh with each other.
  • the driving gear in the reverse gear is arranged on the first input shaft.
  • a gear in each gear is connected to the shaft on which the gear is located through a synchronizer.
  • the output shaft includes a first output shaft and a second output shaft, and a plurality of driven gears are respectively arranged.
  • the first input shaft includes a front section of the first input shaft and a rear section of the first input shaft.
  • the front section of the first input shaft is transmitted to the rear section of the first input shaft through a chain or a two-stage gear; Arrange odd-numbered drive gears; or
  • the second input shaft includes a front section of the second input shaft and a rear section of the second input shaft.
  • the front section of the second input shaft is transmitted to the rear section of the second input shaft through a chain or a two-stage gear; the second input shaft rear section Arrange even-numbered drive gears on the upper side.
  • the first input shaft includes a first input shaft front section and a first input shaft rear section
  • the second input shaft includes a second input shaft front section and a second input shaft rear section
  • the first input shaft front section It is transmitted to the rear section of the first input shaft through a gear or chain
  • the front section of the second input shaft is transmitted to the rear section of the second input shaft through a gear or chain
  • the rear section of the first input shaft is equipped with an odd-numbered drive gear
  • An even-numbered drive gear is arranged on the rear section of the second input shaft.
  • the planetary gear train has at least three rotating shafts, namely: the rotating shaft of the sun gear S, the rotating shaft of the planetary carrier C, and the rotating shaft of the ring gear R.
  • the axis lines of the three rotating shafts are in one In a straight line, the rotating shaft speed of the planet carrier C is between the rotating shaft speed of the sun gear S and the rotating shaft speed of the ring gear R, and a first clutch is arranged between any two of the above three rotating shafts; the power output of the engine
  • the shaft is connected to the rotating shaft of the ring gear R or the rotating shaft of the sun gear S in the planetary gear system, and the second input shaft of the dual-input shaft transmission mechanism, and the rotor of the motor is connected with the rotating shaft of the sun gear S or the rotating shaft of the ring gear R in the planetary gear system
  • the rotating shaft of the planetary carrier C is connected with the first input shaft of the dual input shaft gearbox.
  • the brake in the hybrid power module can be replaced by a second clutch, and the second clutch is installed on the power output shaft of the engine.
  • the operation mode of the hybrid power system includes: a pure electric mode, a pure engine driving mode, a hybrid driving mode, and a charging mode.
  • the above-mentioned pure electric mode working conditions are: the engine is not working, zero speed; the hybrid power system is engaged in an odd gear, the first clutch is disengaged, and the planetary gear train is differentially rotated; the brake is closed to limit the rotation of the engine's power output shaft ; Motor torque acts on the shaft of the sun gear to make it tend to rotate forward; the sun gear drives the planet gears to rotate, and the planet gears tend to drive the ring gear to rotate in reverse; the brake restricts the ring gear to reverse rotation and forces the planet carrier to rotate in the forward direction.
  • the working conditions of the hybrid drive mode mentioned above are: when the hybrid vehicle is driven by the engine and the electric motor, the hybrid power system is in gear D, the gearbox is in first gear, and the first clutch is disengaged; before starting, the wheel rotates at zero, the first input The shaft and planet carrier rotate at zero speed, the engine rotates at idling speed, and the motor reverses; the start: the engine increases torque, the motor also increases torque and speed, drives the planet carrier and the first input shaft to accelerate, and drives the wheels to rotate through the gearbox.
  • the speed ratio between the engine and the wheels can be continuously changed.
  • the speed of the planet carrier reaches a certain speed
  • the first clutch is closed, the speed ratio between the engine and the wheels is fixed, and it enters a fixed first gear.
  • the fixed gear operation steps are as follows: the hybrid power system engages an odd-numbered gear or an even-numbered gear, the first clutch is closed, and the three rotating shafts in the planetary gear train have the same speed.
  • the engine and motor torque act on the rotating shaft of the sun gear and the rotating shaft of the ring gear respectively, superimposed via the planetary gear system, and transmitted to the wheels through the first input shaft or the second input shaft and the corresponding gear.
  • the present invention also provides a control method for a hybrid power system of a vehicle.
  • the operation steps of shifting gears are as follows:
  • the synchronizer Before shifting: the synchronizer is in odd gear, the first clutch is closed, the planetary gear system is locked, and the engine and motor drive the gear in parallel;
  • the first clutch is released, and the engine and the motor are driven by differential speed; during this process, the torque of the motor and the engine is balanced around the planet carrier shaft, and the driving torque is equal to the torque before shifting;
  • the motor adjusts the rotating shaft speed of the sun gear, and then drives the rotating shaft of the ring gear and the second input shaft to adjust the speed, so that the second input shaft is synchronized with the new gear; during this process, the motor and engine torque is balanced around the planet carrier shaft.
  • the driving torque is equal to the torque before shifting; the engine controls the torque, and the motor controls the speed of the sun gear, and through the planetary gear train, controls the speed of the ring gear, so that the second input shaft rotates at the same speed as the even-numbered gear.
  • the torque output by the motor is transferred to the power output shaft of the engine, the engine directly drives the second input shaft and the new gear, the motor torque becomes zero, and the torque on the first input shaft and the original odd gear is zero; During this process, the motor torque is transferred to the engine, and the driving torque is equal to the torque before the gear shift;
  • the first clutch is closed, the planetary gear system is locked, and the engine and the motor are connected in parallel to drive the new gear; in this process, the torque of the motor and the engine can be adjusted and balanced, and the driving torque is equal to the torque before shifting;
  • the synchronizer Before shifting: the synchronizer is engaged in an even-numbered gear, the first clutch is closed, the planetary gear train is locked, and the engine and the motor drive the gear in parallel;
  • the motor adjusts the rotating shaft speed of the sun gear, and then drives the rotating shaft of the planet carrier and the first input shaft to adjust the speed, so that the first input shaft is synchronized with the new gear; in this process, the engine torque directly acts on the second input shaft. Even gears drive the wheels, the torque is equal to the torque before shifting;
  • Tm the motor Driving torque
  • ⁇ S/R
  • R and S respectively represent the number of teeth of the ring gear and sun gear
  • Ten the driving torque of the engine
  • the first clutch is closed, the planetary gear system is locked, and the engine and motor torque are connected in parallel to drive the new gear; in this process, the motor and engine torque can be adjusted and balanced, and the driving torque is equal to the torque before shifting.
  • the synchronizer Before the conversion, the synchronizer is in odd gear, the first clutch is released, the brake locks the power output shaft of the engine, the motor drives the sun gear, and the first input shaft and the shift gear are driven through the planet carrier;
  • the hybrid power system is in odd gears, the synchronizer is in odd gears, the first clutch is closed, the brake is released, and the engine and motor are driven in parallel;
  • the present invention also protects a vehicle including the above-mentioned hybrid power system.
  • the present invention has the following advantages:
  • the hybrid power system for vehicles and its control method have high transmission efficiency, multiple gears, compact structure, mature component technology, reasonable design, and the introduction of a three-axis dual-degree-of-freedom planetary gear system, and the engine and the motor can be differentially speeded Drive the vehicle to start, the vehicle starts smoothly, no longer need the clutch to drive the vehicle to start; all shifting processes are controlled by the motor speed, after the input shaft and gear are synchronized, the synchronizer directly engages the gear without the aid of the clutch.
  • the motor has fast response and high speed regulation accuracy, so the shifting smoothness is good, and the impact is small; during the shifting process, the torque can be transferred between the engine and the motor, so that the driving torque remains unchanged during the entire shifting process, and the vehicle drives Stable; eliminate the dual clutch and reduce costs; the planetary gear train can be arranged inside the motor rotor, saving space, shortening the shaft length, and the energy consumption of the hydraulic system can be further reduced; the dual input gearbox has multiple gears, which is conducive to reducing the fuel consumption of the vehicle, and the shaft
  • the planetary gear train increases the torque of the engine and improves the fuel consumption of the whole vehicle; the engine and the motor are driven by differential speed, and the speed can be continuously changed during the speed increase process, which further reduces the fuel consumption in urban conditions; the planetary gear train increases the torque of the motor by 2 to 3 times, the motor The torque can be reduced by 25-50%, reducing the cost of the motor; it can realize the functions of pure electric drive, engine and motor hybrid drive, energy regenerative braking
  • Fig. 1 is a schematic structural diagram of one embodiment of a hybrid power system for a vehicle of the present invention
  • FIG. 2 is a schematic structural diagram of the second embodiment of a hybrid power system for vehicles of the present invention.
  • Fig. 3 is a schematic diagram of the structure of the planetary gear train in Fig. 1 and Fig. 2;
  • Fig. 4 is a diagram showing the speed lever of each rotating shaft in the planetary gear train in Fig. 3;
  • Figure 5 is a diagram showing the speed levers of three rotating shafts in a general planetary gear train
  • Fig. 6 is a torque diagram of each rotating shaft in the planetary gear train in Fig. 3;
  • Figure 7 is a lever representation diagram of the rotational speeds of the three shafts in the planetary gear system when the engine speed ratio changes continuously under HEV operating conditions;
  • Figure 8 is a lever representation diagram of the rotational speeds of the three shafts in the planetary gear system when the motor speed is controlled near zero speed under HEV operating conditions;
  • Figure 9a is a lever representation diagram of the rotational speeds of the three rotating shafts in the planetary gear train of the present invention in a pure motor drive mode
  • Figure 9b is a lever representation diagram of the torque of the three rotating shafts in the planetary gear train of the present invention when the vehicle is driven by a pure electric motor;
  • Figure 10a is a lever representation of the rotational speeds of the three rotating shafts in the planetary gear train of the present invention during the starting process of the hybrid vehicle driven by the engine and the electric motor;
  • Fig. 10b is a lever diagram showing the torque of the three rotating shafts in the planetary gear train of the present invention during the starting process of the hybrid vehicle driven by the engine and the electric motor;
  • Figure 11a is a process of changing from an odd gear to an even gear during hybrid driving, a lever representation diagram of the rotational speeds of the three rotating shafts in the planetary gear system of the present invention
  • Fig. 11b is a process of changing from an odd gear to an even gear during hybrid driving, a lever representation diagram of the rotational speeds of the three rotating shafts in the planetary gear train of the present invention
  • Figure 12a is a lever representation diagram of the rotational speeds of the three rotating shafts in the planetary gear train of the present invention during the process of changing from an even gear to an odd gear during hybrid driving;
  • Figure 12b is a lever representation diagram of the rotational speeds of the three shafts in the planetary gear train of the present invention during the process of changing from an even-numbered gear to an odd-numbered gear during hybrid driving;
  • FIG. 13 is a schematic structural view of one embodiment of a dual-input shaft transmission mechanism used in a hybrid power system of a vehicle according to the present invention.
  • FIG. 14 is a schematic structural diagram of the second embodiment of a dual-input shaft transmission mechanism used in a hybrid power system of a vehicle according to the present invention.
  • 15 is a schematic structural diagram of the third embodiment of the hybrid power system for vehicles of the present invention.
  • the hybrid power system for a vehicle includes an engine 1, a hybrid power module 10, and a dual-input shaft transmission mechanism 20.
  • the hybrid power module 20 includes an electric motor 6, a planetary gear train 5, and a first clutch. 4 and brake 3, the planetary gear system 5 has at least 3 rotating shafts, the axis of the 3 rotating shafts is in a straight line, the 3 rotating shafts are the rotating shaft of the sun gear S, the rotating shaft of the planetary carrier C, and the rotating shaft of the ring gear R ,
  • the power output shaft 2 of the engine 1 is connected to the rotating shaft of the ring gear R, and is connected to the second input shaft 12 of the dual-input shaft speed change mechanism 20, the rotor 7 of the motor 6 is connected to the rotating shaft of the sun gear S, and the rotating shaft of the planet carrier C Connected to the first input shaft 11 of the dual-input shaft speed change mechanism 20, the first clutch 4 is arranged between any two rotating shafts of the sun gear S, the planetary carrier C and the ring gear R, and is
  • Gear at least one set of reverse gear GR and output shaft 15.
  • a steering gear is set between the two gears in one set of reverse gear GR, and the forward gears are gears G1, G2, G3,...
  • a set of reverse gear GR is provided with a steering gear between the two gears, the first input shaft 11 is provided with an odd-numbered gear drive gear and a reverse-speed drive gear, and the second input shaft 12 is provided with an even-numbered gear drive Gears, driven gears of various gears are arranged on the output shaft 15, and the driving gears of each gear and the corresponding driven gears mesh with each other; each gear in each gear is connected to the shaft where the gear is located through a synchronizer; When the synchronizer is in gear, the gear is connected to the corresponding shaft and rotates at the same speed; when the synchronizer is in gear, the gear is separated from the corresponding shaft.
  • the hybrid power system for a vehicle includes an engine 1, a hybrid power module 10, and a dual-input shaft transmission mechanism 20.
  • the hybrid power module 20 includes an electric motor 6, a planetary gear train 5, and a first clutch. 4 and brake 3, the planetary gear train 5 has at least 3 rotating shafts, which are the rotating shaft of the sun gear S, the rotating shaft of the planetary carrier C, and the rotating shaft of the ring gear R.
  • the axis lines of the three rotating shafts are in a straight line, and the engine 1
  • the power output shaft 2 is connected to the rotating shaft of the ring gear R, and is connected to the second input shaft 12 of the dual-input shaft speed change mechanism 20, the rotor 7 of the motor 6 is connected to the rotating shaft of the sun gear S, and the rotating shaft of the planet carrier C is connected to the dual input shaft.
  • the first input shaft 11 of the shaft speed change mechanism 20 is connected, and the first clutch 4 is arranged between any two rotating shafts in the planetary gear train, and is used to lock the three rotating shafts of the planetary gear train together and rotate at the same speed; the brake 3 is installed on the power output shaft 2 of the engine 1; the dual-input shaft transmission mechanism 20 includes a first input shaft 11, a second input shaft 12, several pairs of forward gears, at least one set of reverse gear GR, a first The output shaft 16 and the second output shaft 17, a set of reverse gear GR is provided with a steering gear between the two gears, and the first input shaft 11 is fixedly provided with odd-numbered driving gears DG1/3, DG5/7, The second input shaft is fixedly provided with even-numbered driving gears DG2/4, DG6/8, and the first output shaft 16 is provided with driven gears DG1, DG5, DG2, DG6, and each driven gear passes through its own synchronizer.
  • S1, S5, S2, S6 are connected to the shaft, and driven gears DG3, DG7, DG4, DG8 are arranged on the second output shaft 17, and each driven gear is connected to the shaft through its own synchronizer S3, S7, S4, S8.
  • driving gear DG1/3 meshes with driven gears DG1, DG3, driving gear DG5/7 meshes with driven gears DG5, DG7, driving gear DG2/4 meshes with driven gears DG2, DG4, driving gear DG6/8 It meshes with the driven gears DG6 and DG8; each driving gear meshes with two driven gears, thereby reducing the occupation of axial space; the output gears of the first output shaft 16 and the second output shaft 17 mesh with the main reduction gear; each driving gear The gear meshes with the two passive gears to form two gears, a total of four groups, eight gears, the number of gears required is small, four rows of gears and two pairs of synchronizers are arranged in the axial direction, the axial size is compact; between the gears The speed ratio changes are also more reasonable, as shown in Table 1.
  • the function of the brake 3 of the hybrid power system for vehicles is to lock the power output shaft 2 of the engine 1 to prevent it from rotating during pure electric drive or energy regenerative braking. , And apply a restraining reaction torque to the ring gear R; when the engine needs to rotate, the power output shaft of the engine is released so that it can rotate freely.
  • FIGS. 1 and 2 The kinematic relationship of the rotating shafts of the planetary gear trains in FIGS. 1 and 2 is described in conjunction with FIGS. 3 and 4.
  • the rotation axis of the sun gear S, the rotation axis of the planet carrier C, and the rotation axis of the ring gear R have the following kinematic constraints:
  • nR, ns and nc respectively represent the speed of ring gear R, sun gear S and planet carrier C;
  • R and S represent the number of teeth of ring gear R and sun gear S respectively;
  • a planetary gear system has at least three rotating shafts: rotating shaft X1, rotating shaft X2, rotating shaft X3, and the axis of the three rotating shafts are on a straight line.
  • the kinematic constraint can be represented by a lever diagram method: a lever is placed horizontally, and there are three points X1, X2, X3 on it, which represent the three rotating shafts, between points and points. The distance of is determined by the parameters of the planetary gear system; a vector perpendicular to the lever is drawn from each point to indicate the speed of the shaft, and the three vector arrows are fixed on a straight line.
  • the power output shaft 2 of the engine 1 is connected to the rotating shaft X3 of the planetary gear train and the second input shaft 12 of the dual-input shaft transmission mechanism 20, the rotor 7 of the motor 6 is connected to the rotating shaft X1, and the rotating shaft X2 is connected to the second input shaft of the dual-input shaft gearbox 20.
  • An input shaft 11 is connected, and the first clutch 4 is arranged between any two rotating shafts of the planetary gear train, and is used to lock the three rotating shafts of the planetary gear train together and rotate at the same speed.
  • the three shafts in the planetary gear system bear torque.
  • the sum of the torque received by the shaft of the sun gear is Ts
  • the sum of the torque received by the shaft of the ring gear is Tr
  • the sum of the torque received by the shaft of the planet carrier is Tc, as shown in the figure. 6 shown.
  • Engine speed ratio The ratio between the speed of the power output shaft 2 of the engine 1 and the speed of the gearbox output shaft is called the speed ratio.
  • the hybrid power system of the present invention has n fixed gears, and the speed ratios are respectively ⁇ 1 , ⁇ 2 , ⁇ 3 ,..., ⁇ n , as long as one gear is engaged each time, and the first clutch 4 is closed, the engine 1
  • the PTO shaft 2 can realize all these gears one by one.
  • the specific situation is as follows: if it is an odd gear i, the speed ratio of the first input shaft 11 is equal to the speed ratio ⁇ i of the gear; the rotating shaft of the planet carrier C is connected to the first input shaft 11, and the speed ratio is also equal to ⁇ i ; Since the first clutch 4 is closed, the planetary gear train 5 is locked, the three rotating shafts rotate at the same speed, and the speed ratio between the rotating shaft of the ring gear R and the power output shaft 2 of the engine 1 is also equal to ⁇ i .
  • the speed ratio of the second input shaft 12 is equal to the gear speed ratio ⁇ i ; the rotating shaft of the ring gear R and the power output shaft 2 of the engine are connected to the second input shaft,
  • the speed ratio is also equal to ⁇ i ; because the first clutch is closed, the planetary gear train 5 is locked, and the three rotating shafts rotate at the same speed.
  • the speed ratio between the rotating shaft of the sun gear S and the motor shaft is also equal to the gear speed ratio ⁇ i .
  • the hybrid power system of the present invention can also provide a continuous speed ratio for the engine during the speed increase process, provided that the battery can provide the required electric energy, see FIG. 7.
  • the hybrid power system works as follows: the system is in 1st gear, the first clutch is disengaged, the engine and the motor are driven differentially; the engine is maintained at a certain speed, the motor speed changes continuously with the vehicle speed, the speed ratio of the engine speed to the first input shaft In continuous change, the speed ratio to the output shaft also changes continuously; as long as it is in odd gears, the system can achieve continuous speed change. Continuous transmission can improve the fuel consumption of the vehicle in urban road conditions. Similarly, with other odd-numbered gears, the system can also achieve continuous speed changes within a certain range.
  • the hybrid power system of the present invention can provide a speed ratio for a long time, which is a quasi-fixed speed ratio.
  • the motor In the first gear, the motor is near zero speed, and the engine speed ratio is approximately equal to (1+ ⁇ ) ⁇ 1 , which is larger than the first gear. For convenience, it is called 01 gear.
  • the motor can work near zero speed for a long time because when the motor speed is close to zero, the power consumption is small, and the power battery can supply power for a long time. There is another reason: the motor speed can be greater than zero, which is an electric working condition, which consumes electric energy in the battery; it can also be less than zero, which is a power generation condition, which is to charge the battery.
  • the motor can work for a long time near zero speed, basically ensuring the balance of power in the battery.
  • the system obtains an additional gear/speed ratio, with a total speed ratio of n+1, and the speed ratio range is also expanded to (1+ ⁇ ) times.
  • the control method of the present invention is applied to a hybrid power system of a vehicle, and its operation modes include: a pure electric mode, a pure engine driving mode, a hybrid driving mode and a charging mode.
  • the working conditions of the pure electric mode are:
  • the hybrid power system is engaged in an odd gear, and the speed ratio is ⁇ i; the first clutch 4 is disconnected, and the planetary gear train rotates differentially; the brake 3 is closed to limit the rotation of the power output shaft 2 of the engine 1;
  • the motor torque acts on the shaft of the sun gear S to make it tend to rotate forward; the sun gear drives the planetary gears to rotate, and the planetary gears tend to drive the ring gear to rotate in reverse; the brake restricts the ring gear from rotating backwards, Forcing the planet carrier C to rotate forward;
  • the torque of the motor is Tm, and the torque of the C axis of the planet carrier is (1+1/ ⁇ ) ⁇ Tm;
  • the motor speed is ns
  • the rotating shaft speed of planet carrier C is ns/(1+1/ ⁇ )
  • the total motor drive speed ratio is (1+1/ ⁇ ) ⁇ i .
  • the working conditions of the hybrid driving mode are:
  • the hybrid power system is in D gear (forward gear), the gearbox is in first gear, and the first clutch 4 is disconnected; before starting, the wheels rotate at zero, the first input shaft 11 and the planet carrier are also at zero speed, the engine rotates at idling speed, and the motor reverses. turn;
  • the engine increases torque, the motor also increases torque and speed, drives the planet carrier and the first input shaft to accelerate, and drives the wheels to rotate through the gearbox;
  • the engine and the motor are driven by differential speed, and the speed ratio between the engine and the wheels can be continuously changed, optimizing the engine working conditions and reducing fuel consumption; the speed-up process is shorter, and the battery power can support;
  • the vehicle accelerates, the speed is increased, and the speed of the planet carrier is increased;
  • the fixed gear operation steps are as follows:
  • the hybrid power system is in odd gear i, and the first clutch is closed; the speed ratio between the first input shaft and the planet carrier is ⁇ i ; because the first clutch is closed, the three shafts in the planetary gear train rotate at the same speed, and the ring gear
  • the speed ratio to the engine is also equal to ⁇ i ; the torque of the engine and the motor respectively act on the shaft of the sun gear S and the shaft of the ring gear R, superimposed by the planetary gear system, and transmitted to the wheels through the first input shaft and the gear i ;
  • the hybrid power system is in even gear j, and the first clutch is closed; the speed ratio between the second input shaft and the ring gear is ⁇ j ; because the first clutch is closed, the three shafts in the planetary gear train rotate at the same speed, and the ring gear
  • the speed ratio to the engine is also equal to ⁇ i ; the torque of the engine and the motor respectively act on the shaft of the sun gear S and the shaft of the ring gear R, superimposed via the planetary gear train, and transmitted to the wheels through the second input shaft and the gear j .
  • Tm the motor drive torque
  • ⁇ S/R
  • R the number of teeth of ring gear and sun gear respectively
  • Ten the driving torque of the engine
  • the motor adjusts the rotating shaft speed of the sun gear S, and then drives the rotating shaft of the ring gear R and the second input shaft to adjust the speed, so that the second input shaft is synchronized with the new gear; in this process, the motor and engine torque are balanced around the planet carrier shaft , The driving torque is equal to the torque before shifting; the engine controls the torque, and the motor controls the speed of the sun gear, and through the planetary gear train, controls the speed of the ring gear, so that the second input shaft is the same as the even gear to be geared.
  • Speed (synchronous) rotation so that the gear synchronizer smoothly engages in gear, as shown by the dotted line in Figure 11a. Due to the fast response and high accuracy of the motor speed control, the speed and smoothness of the synchronizer gearing can be improved, and the gearing shock can be reduced.
  • the synchronizer is in a new gear (even-numbered gear), and the torque remains unchanged during this process, as shown by the oblique solid line in Figure 11b;
  • the torque output by the motor is transferred to the power output shaft of the engine, the engine directly drives the second input shaft and the new gear, the motor torque becomes zero, and the torque on the first input shaft and the original odd gear is zero; During this process, the motor torque is transferred to the engine, and the driving torque is equal to the torque before the gear shift;
  • the first clutch is closed, the planetary gear system is locked, and the engine and the motor are connected in parallel to drive the new gear; in this process, the torque of the motor and the engine can be adjusted and balanced, and the sum of the drive torque is equal to the torque before the shift, as shown in Figure 11b dotted line.
  • the motor adjusts the rotating shaft speed of the sun gear S, and then drives the rotating shaft of the planet carrier C and the first input shaft to adjust the speed, so that the first input shaft is synchronized with the new gear, making the synchronizer easy to shift, as shown in Figure 12a
  • the dotted line in the middle in this process, the engine torque directly acts on the second input shaft, and the wheels are driven by the even-numbered gears, and the torque is equal to the torque before shifting; due to the fast response and high precision of the motor speed control, it can improve the speed of the synchronizer in gear Sex and comfort, reduce the impact of gear.
  • the synchronizer is in a new gear (odd gear), and the torque remains unchanged during this process, as shown in the solid line in Figure 12b;
  • Tm the motor Driving torque
  • ⁇ S/R
  • R and S respectively represent the number of teeth of the ring gear and sun gear
  • Ten the driving torque of the engine
  • the first clutch is closed, the planetary gear system is locked, and the engine and motor torque are connected in parallel to drive the new gear; in this process, the motor and engine torque can be adjusted and balanced, and the driving torque is equal to the torque before shifting, as shown in Figure 12b Dotted line.
  • the operation steps of converting from a pure electric mode (EV operating mode) to a hybrid driving mode (HEV operating mode) are as follows:
  • the synchronizer Before conversion, the synchronizer is in odd gear i, the first clutch is released, the brake locks the power output shaft of the engine, the motor drives the sun gear, and the first input shaft and the shift gear are driven through the planet carrier;
  • the slip torque of the first clutch should be limited; at the same time, the motor should increase the torque appropriately to compensate for the torque loss;
  • the operation steps of converting from a hybrid drive mode (HEV operating mode) to a pure electric mode (EV operating mode) are as follows:
  • the system Before the conversion, the system is in odd gear, the synchronizer is in odd gear i, the first clutch is closed, the brake is released, and the engine and motor are driven in parallel; if the system is in even gear, it should be changed to odd gear first;
  • the dual-input shaft transmission mechanism 20 of the hybrid power system for vehicles includes a first input shaft 11, a second input shaft 12, several pairs of forward gears, at least one set of reverse gears GR, And the output shaft 15;
  • the front section of the first input shaft 11 is transmitted to the rear section 11' of the first input shaft through a two-stage gear, the gear 11a meshes with the gear 11b as the first stage transmission, and the gear 11b meshes with the gear 11c as the second stage Transmission;
  • the rear section 11' of the first input shaft is arranged with odd-numbered gear drive gears G1, G3, G5, G7, which are connected to the shaft through the corresponding synchronizers S1, S3, S5, S7;
  • the second input shaft 12 is arranged
  • the even-numbered gears drive gears G2, G4, G6, G8 are connected to the shaft through the corresponding synchronizers S2, S4, S6, S8;
  • the output shaft 15 is equipped with 4 driven gears for gears, which are fixedly connected to the shaft
  • the dual-input shaft transmission mechanism 20 of the hybrid power system for vehicles includes a first input shaft 11, a second input shaft 12, several pairs of forward gears, at least one set of reverse gears GR, And the output shaft 15; the front section of the first input shaft 11 is transmitted to the rear section 11' of the first input shaft through a first-stage gear, and the front section of the second input shaft 12 is transmitted to the rear section 12' of the second input shaft through a first-stage gear ;
  • the rear section 11' of the first input shaft is arranged with odd-numbered gear drive gears G1, G3, G5, G7, which are connected to the shaft through the corresponding synchronizers S1, S3, S5, S7; the rear section 12 of the second input shaft
  • the even-numbered gears G2, G4, G6, G8 are arranged on the drive gears, which are connected to the shaft through the corresponding synchronizers S2, S4, S6, S8; the output shaft 15 is arranged with 4 driven gears for the gears, which are fixedly connected to On this shaft
  • a second clutch 8 is installed on the power output shaft 2 of the engine 1; the second clutch 8 replaces the brake 3 in FIGS. 1 and 2, and the others remain unchanged.
  • the second clutch 8 In pure electric drive: the second clutch 8 is disengaged to separate the power output shaft 2 of the engine from the hybrid power module 20; an odd-numbered gear is engaged; the first clutch 4 is closed to put the planetary gears together, rotate at the same speed, and the motor outputs The torque is driven by the planetary gear train and the shift gear.
  • the second clutch 8 is closed, and the power output shaft 2 of the engine is connected with the relevant rotating shaft in the planetary gear train; all other functions and implementation methods remain unchanged.
  • the present invention also protects a vehicle including the above-mentioned hybrid power system.

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Abstract

一种用于车辆的混合动力***，其包括发动机（1）、混合动力模块（10）和双输入轴变速机构（20），混合动力模块包括电机（6）、行星齿轮系（5）和第一离合器（4），行星齿轮系（5）具有至少3个转轴，分别为：转轴X1、转轴X2、转轴X3，3个转轴的轴心线在一条直线上，转轴X2的转速介于转轴X1转速和转轴X3转速之间；3个转轴中的任意两个之间布置有第一离合器（4）；发动机（1）的动力输出轴（2）连接行星齿轮系（5）的转轴X3或转轴X1、以及双输入轴变速机构（20）的第二输入轴（12），电机（6）的转子（7）与转轴X1或转轴X3连接，转轴X2与双输入轴变速机构（20）的第一输入轴（11）连接。该***传动效率高，挡位多，引入三轴双自由度的行星齿轮系，发动机和电机差速驱动车辆起步，车辆起步平稳，换挡平顺性好、冲击小。

Description

用于车辆的混合动力***及其控制方法 技术领域
本发明涉及混合动力车辆技术领域，尤其是涉及一种用于车辆的混合动力***及其控制方法。
背景技术
混合动力汽车具有发动机与电机两个动力源，通过车辆行驶中两种动力源之间的相互配合使其兼具了传统燃油汽车与纯电动汽车的优点，成为解决环境问题与能源问题的最佳车型，是电动化汽车中最具有产业化和市场化前景的动力***。
现有技术中，混合动力汽车的动力驱动***广泛采用DCT(Dual ClutchTransmission，简写DCT)混合动力变速箱，是在DCT(双离合器变速器)的双离合器前面增加一个电机、电机前面增加一个离合器组成，齿轮传动，效率高，离合器拖拽阻力造成的能量损失少，液压能量消耗少；发动机和电机并联驱动，扭矩叠加，动力性好；DCT技术成熟，实现大规模生产，零部件和总成质量稳定、成本低；但是，存在以下缺点：1、双离合器控制技术复杂，有风险且成本较高；2、双离合器直径、体积较大，增加电机后，轴向长度较大，发动机舱内布置困难；3、发动机驱动车辆起步时，双离合器滑摩控制难度大，容易出现抖动；换档时，两个离合器切换也容易造成抖动；4、一般情况下，受轴向长度、成本等约束，只能有6、7个挡位；低挡位之间，速比差异较大，城市道路工况油耗较差。
发明内容
为解决上述问题，本发明的目的是提供一种传动效率高、挡位多、结构紧凑、零部件技术成熟的用于车辆的混合动力***，同时公开上述用于车辆的混合动力***的控制方法，还公开一种包含该混合动力***的车辆。
为实现上述发明目的，本发明采用如下技术方案：
一种用于车辆的混合动力***，包括发动机、混合动力模块和双输入轴变速机构，所述混合动力模块包括电机、行星齿轮系、第一离合器和制动器，行星齿轮系具有至少3个转轴，分别为：转轴X1、转轴X2、转轴X3，3个转轴的轴心线在一条直线上，转轴X2的转速介于转轴X1转速和转轴X3转速之间；所述3个转轴中的任意两个之间布置有第一离合器；所述发动机的动力输出轴连接行星齿轮系的转轴X3或转轴X1、以及双输入轴变速机构的第二输入轴，电机的转子与转轴X1或转轴X3连接，转轴X2与双输入轴变速机构的第一输入轴连接；所述制动器安装在发动机的动力输出轴上；所述双输入轴变速机构包括第一输入轴、第二输入轴、若干对前进挡位齿轮、至少一套倒档齿轮和输出轴，第一输入轴上设有奇数挡位主动齿轮，第二输入轴上设有偶数挡位主动齿轮，输出轴上布置各个挡位的从动齿轮，上述各挡位的主动齿轮与其对应的从动齿轮相互啮合。
进一步地，倒挡齿轮中的主动齿轮设置在第一输入轴上。
进一步地，每个挡位中有一个齿轮通过同步器与该齿轮所在的轴连接。
进一步地，所述输出轴包括第一输出轴和第二输出轴，分别布置有若干个从动齿轮。
进一步地，所述第一输入轴包括第一输入轴前段和第一输入轴后段，第一输入轴前段通过链条或两级齿轮传动到第一输入轴后段；第一输入轴后段上布置奇数挡位驱动齿轮；或者
所述第二输入轴包括第二输入轴前段和第二输入轴后段，所述第二输入轴前段通过链条或两级齿轮传动到第二输入轴后段；所述第二输入轴后段上布置偶数挡位驱动齿轮。
进一步地，所述第一输入轴包括第一输入轴前段和第一输入轴后段，所述第二输入轴包括第二输入轴前段和第二输入轴后段；所述第一输入轴前段通过齿轮或链条传动到第一输入轴后段，所述第二输入轴前段通过齿轮或链条传动到第二输入轴后段；所述第一输入轴后段上布置奇数挡位驱动齿轮；所述第二输入轴后段上布置偶数挡位驱动齿轮。
进一步地，上述的混合动力模块中，行星齿轮系具有至少3个转轴，分别为：太阳轮S的转轴、行星轮架C的转轴、齿圈R的转轴，3个转轴的轴心线在一条直线上，行星架C的转轴转速介于太阳轮S的转轴转速和齿圈R的转轴转速之间，上述3个转轴中的任意两个之间布置有第一离合器；所述发动机的动力输出轴连接行星齿轮系中齿圈R的转轴或太阳轮S的转轴、以及双输入轴变速机构的第二输入轴，电机的转子与行星齿轮系中太阳轮S的转轴或齿圈R的转轴连接，行星轮架C的转轴与双输入轴变速箱的第一输入轴连接。
所述的用于车辆的混合动力***，其混合动力模块中的制动器可以采用第二离合器替代，第二离合器安装在发动机的动力输出轴上。
进一步地，所述混合动力***的运行模式包括：纯电动模式、纯发动机驱动模式、混合动力驱动模式和充电模式。
进一步地，上述的纯电动模式工作条件为：发动机不工作，零转速；混合动力***挂一奇数挡位，第一离合器分离，行星齿轮系差速转动；制动器闭合，限制发动机的动力输出轴转动；电机扭矩作用在太阳轮的转轴上，使其倾向正转；太阳轮驱动行星齿轮转动，行星齿轮倾向于驱动齿圈反向转动；制动器限制齿圈倒转，迫使行星架正向转动。
进一步地，上述的混合动力驱动模式工作条件为：发动机和电机混合驱动车辆起步时，混合动力***挂D挡，变速箱挂一挡，第一离合器分离；起步前，车轮零转速，第一输入轴和行星架零转速，发动机怠速转动，电机反转；起步开始：发动机增加扭矩，电机也增加扭矩并增加速度，驱动行星架和第一输入轴加速，并通过变速箱，驱动车轮转动，此时发动机与电机差速驱动，发动机与车轮之速比能够连续变化，当行星架转速达到一定转速时，第一离合器闭合，发动机与车轮之速比固定，进入固定一挡挡位。
更进一步地，上述的发动机和电机混合驱动模式条件下，固定挡位操作步骤为：混合动力***挂一奇数挡位或偶数挡位，第一离合器闭合，行星齿轮系中的3个转轴同速转动，发动机和电机扭矩分别作用在太阳轮的转轴和齿圈的转轴上，经由行星齿轮系叠加，通过第一输入轴或第二输入轴和相应该挡位齿轮传递到车轮上。
本发明还提供一种用于车辆的混合动力***的控制方法，在混合动力驱动模式下，变换挡位操作步骤为：
一、由奇数挡位变换到相邻的偶数挡位
1、换挡前：同步器挂奇数挡，第一离合器闭合，锁定行星齿轮系，发动机和电机并联驱动该挡位齿轮；
2、开始换挡：调整发动机和电机扭矩，使得Tm＝ρTen，第一离合器承受的扭矩降为零，并且调整后的扭矩之和等于调整前的扭矩之和；其中，Tm为电机驱动扭矩，ρ＝S/R，R、S分别表示齿圈、太阳齿轮的齿数，Ten为发动机驱动扭矩；
3、第一离合器释放，发动机和电机差速驱动；该过程中电机和发动机扭矩绕行星架轴平衡，驱动扭矩等于换挡前的扭矩；
4、电机调整太阳轮的转轴转速，进而带动齿圈的转轴和第二输入轴调速，使得第二输入轴与新挡位齿轮同步；该过程中电机和发动机扭矩绕行星架轴平衡，驱动扭矩等于换挡前的扭矩；发动机进行扭矩控制，电机则对太阳齿轮进行转速控制，并通过行星齿轮系，控制齿圈转速，使得第二输入轴与待挂偶数挡位齿轮同速转动，便于该挡位同步器顺利挂挡；
5、同步器挂新挡位，该过程扭矩保持不变；
6、电机输出的扭矩转移到发动机的动力输出轴上，发动机直接驱动第二输入轴和新挡位齿轮，电机扭矩变为零，第一输入轴和原奇数挡位齿轮所受扭矩为零；该过程中，电机扭矩转移给发动机，驱动扭矩等于换挡前的扭矩；
7、同步器摘掉原奇数挡位；
8、第一离合器闭合，将行星齿轮系锁定，发动机和电机并联驱动新挡位；该过程中，能够调整、平衡电机和发动机扭矩，驱动扭矩和等于换挡前的扭矩；
二、由偶数挡位变换到相邻的奇数挡位
1、换挡前：同步器挂偶数挡，第一离合器闭合，锁定行星齿轮系，发动机和电机并联驱动该挡位；
2、开始换挡：电机输出的扭矩转移到发动机的动力输出轴上，发动机直接驱动第二输入轴和原挡位齿轮，电机扭矩变为零，离合器所受扭矩为零；该过程中，电机扭矩转移给发动机，驱动扭矩等于换挡前的扭矩；
3、第一离合器释放，行星齿轮系的3个转轴差速转动，该过程扭矩保持不变；
4、电机调整太阳轮的转轴转速，进而带动行星架的转轴和第一输入轴调速，使得第一输入轴与新挡位齿轮同步；该过程中发动机扭矩直接作用在第二输入轴，通过偶数挡位齿轮驱动车轮，扭矩等于换挡前扭矩；
5、同步器挂新挡位，该过程扭矩保持不变；
6、调整发动机和电机扭矩，使得Tm＝ρTen，并且调整后的扭矩之和等于调整前的扭矩之和，使得第二输入轴和原挡位齿轮所受扭矩降为零；其中，Tm为电机驱动扭矩，ρ＝S/R，R、S分别表示齿圈、太阳齿轮的齿数，Ten为发动机驱动扭矩；
7、摘掉原偶数挡位，该过程扭矩保持不变；
8、第一离合器闭合，将行星齿轮系锁定，发动机和电机扭矩并联驱动新挡位齿轮；该过程中，能够调整、平衡电机和发动机扭矩，驱动扭矩和等于换挡前的扭矩。
上述的用于车辆的混合动力***的控制方法，其从纯电动模式转换为混合动力驱动模式的操作步骤为：
1、转换前，同步器挂奇数挡，第一离合器分离，制动器锁定发动机的动力输出轴，电机驱动太阳齿轮，经过行星架驱动第一输入轴和挂挡齿轮；
2、开始切换：制动器释放，第一离合器闭合，倾向与将行星齿轮系中的3个转轴同速转动，带动发动机的动力输出轴加速；
3、限制第一离合器的滑摩扭矩，同时，电机增大扭矩，补偿扭矩损失；
4、待发动机的动力输出轴达到点火转速，发动机点火并开始工作，混合动力***进入混合动力驱动模式。
上述的用于车辆的混合动力***的控制方法，其从混合动力驱动模式转换为纯电动模式的操作步骤为：
1、转换前，混合动力***挂奇数挡位，同步器挂奇数挡，第一离合器闭合，制动器分离，发动机和电机并联驱动；
2、开始切换：第一离合器释放，发动机熄火；制动器闭合，将发动机的动力输出轴转速将为零并锁定；
3、电机继续驱动太阳轮，***切换成纯电动模式。
本发明还保护一种包括有上述混合动力***的车辆。
由于采用如上所述的技术方案，本发明具有如下优越性：
该用于车辆的混合动力***及其控制方法，其传动效率高，挡位多，结构紧凑，零部件技术成熟，设计合理，引入三轴双自由度的行星齿轮系，发动机和电机可以差速驱动车辆起步，车辆起步平稳，不再需要离合器滑摩驱动车辆起步；全部换挡过程都是由电机控制调速，等输入轴和齿轮实现同步后，同步器直接挂挡，不需要离合器辅助，电机响应快、调速精度高，所以换挡平顺性好、冲击小；换挡过程中，可以在发动机和电机之间转移扭矩，使得在整个换挡过程中，驱动扭矩保持不变，车辆驱动平稳；取消双离合器，降低成本；行星齿轮系可以布置在电机转子内部，节省空间，缩短轴长，液压***能量消耗可进一步降低；双输入变速箱挡位多，利于整车降油耗，且轴向尺寸短；行星齿轮系对发动机增扭，改善整车油耗；发动机和电机差速驱动，提速过程可以连续变速，进一步降低城市工况油耗；行星齿轮系对电机增扭2～3倍，电机扭矩可降低25～50％，降低电机成本；实现纯电驱动、发动机和电机混合驱动、能量再生制动、巡航发电、驻车发电等功能。
附图说明
图1是本发明用于车辆的混合动力***实施例之一的结构示意图；
图2是本发明用于车辆的混合动力***实施例之二的结构示意图；
图3是图1、图2中的行星轮系的结构示意图；
图4是图3中的行星轮系中各转轴转速杠杆表示图；
图5是一般行星轮系中三个转轴转速杠杆表示图；
图6是图3中的行星轮系中各转轴扭矩图；
图7是在HEV工况，发动机速比连续变化时，行星齿轮系中3个转轴转速的杠杆表示图；
图8是在HEV工况，电机转速控制在零转速附近时，行星齿轮系中3个转轴转速的杠杆表示图；
图9a是纯电机驱动模式时，本发明的行星齿轮系中3个转轴转速的杠杆表示图；
图9b是纯电机驱动车辆时，本发明的行星齿轮系中3个转轴扭矩的杠杆表示图；
图10a是发动机和电机混合驱动车辆起步过程中，本发明的行星齿轮系中3个转轴转速的杠杆表示图；
图10b是发动机和电机混合驱动车辆起步过程中，本发明的行星齿轮系中3个转轴扭矩的杠杆表示图；
图11a是混合驱动时由奇数挡位变换为偶数挡位过程，本发明的行星齿轮系中3个转轴转速的杠杆表示图；
图11b是混合驱动时由奇数挡位变换为偶数挡位过程，本发明的行星齿轮系中3个转轴转速的杠杆表示图；
图12a是混合驱动时由偶数挡位变换为奇数挡位过程中，本发明的行星齿轮系中3个转轴转速的杠杆表示图；
图12b是是混合驱动时由偶数挡位变换为奇数挡位过程中，本发明的行星齿轮系中3个转轴转速的杠杆表示图；
图13是本发明用于车辆的混合动力***中的双输入轴变速机构实施例之一的结构示意图；
图14是本发明用于车辆的混合动力***中的双输入轴变速机构实施例之二的结构示意图；
图15是本发明用于车辆的混合动力***实施例之三的结构示意图；
图中：1－发动机；2－动力输出轴；3－制动器；4－第一离合器；5－行星齿轮系；6－电机；7－转子；8－第二离合器；10－混合动力模块；11－第一输入轴；12－第二输入轴；15－输出轴；16－第一输出轴；17－第二输出轴；20－双输入轴变速机构；S－太阳轮；C－行星轮架；R－齿圈。
具体实施方式
下面结合附图和实施例对本发明的技术方案作进一步详细说明。
如图1所示，该用于车辆的混合动力***，其包括发动机1、混合动力模块10和双输入轴变速机构20，所述混合动力模块20包括电机6、行星齿轮系5、第一离合器4和制动器3，行星齿轮系5具有至少3个转轴，3个转轴的轴心线在一条直线上，3个转轴分别为太阳轮S的转轴、行星轮架C的转轴、齿圈R的转轴，发动机1的动力输出轴2与齿圈R的转轴连接，且与双输入轴变速机构20的第二输入轴12连接，电机6的转子7与太阳轮S的转轴连接，行星架C的转轴与双输入轴变速机构20的第一输入轴11连接，第一离合器4布置在太阳轮S、行星轮架C和齿圈R中任意两个的转轴之间，用于将行星齿轮系的3个转轴锁定在一起，同速转动；所述制动器3安装在发动机1的动力输出轴2上；所述双输入轴变速机构20包括第一输入轴11、第二输入轴12、若干对前进挡位齿轮、至少一套倒档齿轮GR和输出轴15，一套倒档齿轮GR中的两个齿轮之间设有转向齿轮，前进挡位齿轮分别是挡位齿轮G1、G2、G3、……，一套倒档齿轮GR中的两个齿轮之间设有转向齿轮，第一输入轴11上设有奇数挡位主动齿轮、倒档主动齿轮，第二输入轴12上设有偶数挡位主动齿轮，输出轴15上布置各个挡位的从动齿轮，上述各挡位的主动齿轮与其对应的从动齿轮相互啮合；每一个挡位中有一个齿轮通过同步器与该齿轮所在的轴连接；同步器挂挡时，该齿轮与相应的轴连接，同速转动；同步器摘挡时，该齿轮与相应的轴分离。
如图2所示，该用于车辆的混合动力***，其包括发动机1、混合动力模块10和双输入轴变速机构20，所述混合动力模块20包括电机6、行星齿轮系5、第一离合器4和制动器3，行星齿轮系5具有至少3个转轴，分别为太阳轮S的转轴、行星轮架C的转轴、齿圈R的转轴，3个转轴的轴心线在一条直线上，发动机1的动力输出轴2与齿圈R的转轴连接，且与双输入轴变速机构20的第二输入轴12连接，电机6的转子7与太阳轮S的转轴连接，行星架C的转轴与双输入轴变速机构20的第一输入轴11连接，第一离合器4布置在行星齿轮系中任意两个转轴之间，用于将行星齿轮系的3个转轴锁定在一起，同速转动；所述制动器3安装在发动机1的动力输出轴2上；所述双输入轴变速机构20包括第一输入轴11、第二输入轴12、若干对前进挡位齿轮、至少一套倒档齿轮GR、第一输出轴16和第二输出轴17，一套倒档齿轮GR中的两个齿轮之间设有转向齿轮，第一输入轴11上固设有奇数挡位主动齿轮DG1/3、DG5/7，第二输入轴上固设有偶数挡位主动齿轮DG2/4、DG6/8，第一输出轴16上布置有从动齿轮DG1、DG5、DG2、DG6，各个从动齿轮分别通过各自的同步器S1、S5、S2、S6与该轴连接，第二输出轴17上布置有从动齿轮DG3、 DG7、DG4、DG8，各个从动齿轮分别通过各自的同步器S3、S7、S4、S8与该轴连接，主动齿轮DG1/3与从动齿轮DG1、DG3啮合，主动齿轮DG5/7与从动齿轮DG5、DG7啮合，主动齿轮DG2/4与从动齿轮DG2、DG4啮合，主动齿轮DG6/8与从动齿轮DG6、DG8啮合；每一个主动齿轮与两个被动齿轮啮合，从而减少占用轴向空间；第一输出轴16和第二输出轴17的输出齿轮与主减齿轮啮合；每一个主动齿轮与两个被动齿轮啮合形成两个挡位，共四组，八个挡位，所需齿轮数量少，沿轴向布置四排齿轮和二对同步器，轴向尺寸紧凑；挡位之间速比变化也比较合理，如表1所示。
表1
挡位 CL   S1 S2 S3 S4 S5 S6 S7 S8 总速比 变化比
01挡     0               16.1(增扭)  
1挡 0   0               10.39 1.55
2挡 0     0             8.066 1.288
3挡 0       0         6.534 1.235
4挡 0         0         5.285 1.236
5挡 0           0     4.267 1.238
6挡 0             0     3.466 1.231
7挡 0               0   2.796 1.24
8挡 0                 0 2.271 1.231
如图1、2所示，所述的用于车辆的混合动力***，其制动器3的功能是：在纯电驱动或能量再生制动时，锁住发动机1的动力输出轴2，阻止其转动，并给齿圈R施加约束反力矩；在需要发动机转动时，释放发动机的动力输出轴，使其能够自由转动。
结合图3、图4描述图1、图2中的行星齿轮系各转动轴的运动学关系。
太阳轮S的转轴、行星轮架C的转轴、齿圈R的转轴存在以下运动学约束：
nR+ρ·ns＝(1+ρ)·nc
ρ＝S/R
其中：nR、ns和nc分别表示齿圈R、太阳齿轮S和行星架C的转速；R和S分别表示齿圈R和太阳齿轮S的齿数；这个运动学约束也可以用杠杆图直观地描述，如图4所示，一杠杆水平放置，上面有三个点，依次为S、C、R，分别代表太阳齿轮S、行星架C、齿圈R；点S到点C之间的距离为1，点C到点R的距离为ρ＝S/R；从每一个点引出一条垂直于杠杆的矢量，分别代表太阳齿轮S、行星架C、齿圈R的转速，则3个矢量的顶点保持在一条直线上。由图4可知，行星架C的转速总是介于太阳轮S转速和齿圈R转速之间；齿圈R的转轴和太阳齿轮S的的转轴的连接可以互换，并保持功能不变。
如图5所示，一般地说，一个行星齿轮系至少有3个转轴：分别为：转轴X1、转轴X2、转轴X3，3个转轴的轴心线在一条直线上。三个转轴的转速之间存在运动学约束，该运动学约束可用杠杆图示法表示：一个杠杆水平放置，上面有三个点X1、X2、X3，分别代表这三个转轴，点与点之间的距离是由行星齿轮系的参数决定的；从每一个点引出一个垂直于杠杆的矢量，表示该轴的转速，则三个矢量箭头定点在一条直线上。由图5可看出，转轴X2的转速总是介于转轴X1转速和转轴X3转速之间；转轴X1和转轴X3的连接可以互换，并保持功能不变。
发动机1的动力输出轴2连接行星齿轮系的转轴X3、以及双输入轴变速机构20的第二输入轴12，电机6的转子7与转轴X1连接，转轴X2与双输入轴变速箱20的第一输入轴11连接，第一离合器4布置在行星齿轮系的任意两个转轴之间，用于将行星齿轮系的3个转轴锁定在一起，同速转动。
行星齿轮系中的3个转轴上承受扭矩，太阳轮的转轴所受扭矩之和为Ts，齿圈的转轴所受扭矩之和为Tr，行星架的转轴所受扭矩之和为Tc，如图6所示。第一离合器分离时，这三个扭矩之间存在以下关系：
Ts＝ρ·Tr
Tc＝Ts+Tr
电机6与太阳轮S的转轴连接并作用驱动扭矩Tm，Ts＝Tm；发动机1与齿圈R的转轴以及第二输入轴12连接，发动机驱动扭矩为Ten，第二输入轴的反作用扭矩为T2，Tr＝Ten-T2；第一输入轴11与行星架C的转轴连接，第一输入轴的反作用扭矩T1＝Tc；反作用扭矩T1实际上就是行星架输出到第一输入轴的扭矩的反作用扭矩，大小相等，方向相反；反作用扭矩T2实际上就是齿圈R输出到第二输入轴的扭矩的反作用扭矩，大小相等，方向相反。
发动机的速比：发动机1的动力输出轴2的转速与变速箱输出轴的转速之间的比值称为速比。本发明的混合动力***有n个固定变速挡位，速比分别η 1、η 2、η 3、……、η n，只要每次挂一个挡位，并闭合第一离合器4，发动机1的动力输出轴2可以逐个实现全部这些挡位。
具体情况如下：如果是挂奇数挡位i，则第一输入轴11的速比就等于该挡位的速比η i；行星架C的转轴与第一输入轴11连接，速比也等于η i；由于第一离合器4闭合，将行星齿轮系5锁定，3个转轴同速转动，齿圈R的转轴和发动机1的动力输出轴2的速比也等于η i。类似地，如果同步器挂一个偶数挡位j，则第二输入轴12速比就等于该挡位速比η i；齿圈R的转轴和发动机的动力输出轴2与第二输入轴连接，速比也等于η i；由于第一离合器闭合，行星齿轮系5锁定，3个转轴同速转动，太阳轮S的转轴和电机轴的速比也等于该挡位速比η i。
除上述n个固定挡位以外，在提速过程中，本发明的混合动力***还可以为发动机提供连续速比，条件是电池能够提供所需要的电能，参见图7。混合动力***工作如下：***挂1挡、第一离合器分离，发动机和电机差速驱动；发动机保持在一定的速度，电机转速不断地随车速变化而变化，发动机转速与第一输入轴的速比在连续变化，对输出轴的速比也是连续变化；只要是挂奇数挡位，***就可以实现连续变速。连续变速能够改善整车在城市道路工况的油耗。类似地，挂其他奇数挡位，***也可以实现一定范围内的连续变速。
参见图8，在差速驱动的情况下，本发明的混合动力***可以较长时间地提供一个速比，是一个准固定速比。挂1挡位，电机在零转速附近，发动机速比大约等于(1+ρ)·η 1，比1挡速比还大，为方便起见，称之为01挡。电机能较长时间在零转速附近工作，是因为电机转速接近于零时，耗电量很小，动力电池可以较长时间供电。还有一个原因：电机转速可以大于零，是电动工况，消耗电池中的电能；也可以小于零，是发电工况，给电池充电。这样电机可以在零转速附近长时间工作，基本保证电池内电量平衡。结果，***获得一个额外的挡位/速比，共有n+1的速比，速比范围也扩宽到(1+ρ)倍。
本发明用于车辆的混合动力***的控制方法，其运行模式包括：纯电动模式、纯发动机驱动模式、混合动力驱动模式和充电模式。
本发明的用于车辆的混合动力***的控制方法，其纯电动模式(EV模式)工作条件为：
1、混合动力***挂一奇数挡位，速比为ηi；第一离合器4分离，行星齿轮系差速转动；制动器3闭合，限制发动机1的动力输出轴2转动；
2、参见图9a、图9b，电机扭矩作用在太阳轮S的转轴上，使其倾向正转；太阳轮驱动行星齿轮转动，行星齿轮倾向于驱动齿圈反向转动；制动器限制齿圈倒转，迫使行星架C正向转动；
3、电机扭矩为Tm，行星架C轴的扭矩则为(1+1/ρ)·Tm；
4、电机转速为ns，行星架C的转轴转速为ns/(1+1/ρ)，电机驱动总速比为(1+1/ρ)·η i。
本发明的用于车辆的混合动力***，其混合动力驱动模式(HEV模式)工作条件为：
参见图10a、图10b，发动机和电机混合驱动车辆起步时，
1、混合动力***挂D挡(前进挡)，变速箱挂一挡，第一离合器4分离；起步前，车轮零转速，第一输入轴11和行星架也是零转速，发动机怠速转动，电机反转；
2、起步开始：发动机增加扭矩，电机也增加扭矩并增加速度，驱动行星架和第一输入轴加速，并通过变速箱，驱动车轮转动；
3、此时发动机与电机差速驱动，发动机与车轮之速比可连续变化，优化发动机工况，降低油耗；提速过程较短，电池电量可支持；
4、车辆加速，转速提高，行星架转速提高；
5、当行星架转速达到一定转速时，第一离合器闭合，发动机与车轮之速比固定，进入固定一挡挡位。
本发明的用于车辆的混合动力***的控制方法，其发动机和电机混合驱动模式条件下，固定挡位操作步骤为：
1、混合动力***挂奇数挡位i，第一离合器闭合；第一输入轴和行星架的速比为η i；由于第一离合器闭合，行星齿轮系中的3个转轴同速转动，齿圈和发动机速比也等于η i；发动机和电机扭矩分别作用在太阳轮S的转轴和齿圈R的转轴上，经由行星齿轮系叠加，通过第一输入轴和该挡位齿轮i传递到车轮上；
2、混合动力***挂偶数挡位j，第一离合器闭合；第二输入轴和齿圈的速比为η j；由于第一离合器闭合，行星齿轮系中的3个转轴同速转动，齿圈和发动机速比也等于η i；发动机和电机扭矩分别作用在太阳轮S的转轴和齿圈R的转轴上，经由行星齿轮系叠加，通过第二输入轴和该挡位齿轮j传递到车轮上。
本发明的用于车辆的混合动力***的控制方法，其发动机和电机混合驱动模式条件下，变换挡位操作步骤为：
一、由奇数挡位变换到相邻的偶数挡位，参见图11a、图11b：
1、换挡前：同步器挂奇数挡i，速比为η i；第一离合器闭合，锁定行星齿轮系，发动机和电机并联驱动该挡位齿轮，如图11a中的水平实线；
2、开始换挡：调整发动机和电机扭矩，使得Tm＝ρTen，离合器承受的扭矩降为零，并且调整后的扭矩之和等于调整前的扭矩之和；其中，Tm为电机驱动扭矩，ρ＝S/R，R、S分别表示齿圈、太阳齿轮的齿数，Ten为发动机驱动扭矩；
3、第一离合器释放，发动机和电机可以差速驱动；该过程电机和发动机扭矩绕行星架轴平衡，驱动扭矩等于换挡前的扭矩；
4、电机调整太阳轮S的转轴转速，进而带动齿圈R的转轴和第二输入轴调速，使得第二输入轴与新挡位齿轮同步；该过程电机和发动机扭矩绕行星架轴平衡，驱动扭矩等于换挡前的扭矩；发动机进行扭矩控制，而电机则对太阳齿轮进行转速控制，并通过行星齿轮系，控制齿圈转速，从而使得第二输入轴与待挂偶数挡位齿轮同速(同步)转动，以便该挡位同步器顺利挂挡，如图11a中的虚线。由于电机转速控制响应快、精度高，能提高同步器挂挡的快速性和平顺性，减小挂挡冲击。
5、同步器挂新挡位(偶数挡)，该过程扭矩保持不变，如图11b中的斜实线；
6、电机输出的扭矩转移到发动机的动力输出轴上，发动机直接驱动第二输入轴和新挡位齿轮，电机扭矩变为零，第一输入轴和原奇数挡位齿轮所受扭矩为零；该过程中，电机扭矩转移给发动机，驱动扭矩等于换挡前的扭矩；
7、同步器摘掉原奇数挡位；
8、第一离合器闭合，将行星齿轮系锁定，发动机和电机并联驱动新挡位；该过程中，可以调整、平衡电机和发动机扭矩，驱动扭矩和等于换挡前的扭矩，如图11b中的虚线。
二、由偶数挡位变换到相邻的奇数挡位，参见图12a、图12b：
1、换挡前：同步器挂偶数挡j，速比为η j；第一离合器闭合，锁定行星齿轮系，发动机和电机并联驱动该挡位，如图12a中的实线；
2、开始换挡：电机输出的扭矩转移到发动机的动力输出轴上，发动机直接驱动第二输入轴和原挡位齿轮，电机扭矩变为零，离合器所受扭矩为零；该过程中，电机扭矩转移给发动机，驱动扭矩等于换挡前的扭矩；
3、第一离合器释放，行星齿轮系中的3个转轴差速转动，该过程扭矩保持不变；
4、电机调整太阳轮S的转轴转速，进而带动行星架C的转轴和第一输入轴调速，使得第一输入轴与新挡位齿轮同步，使得该挡同步器容易挂挡，如图12a中的虚线；该过程中发动机扭矩直接作用在第二输入轴，通过偶数挡位齿轮驱动车轮，扭矩等于换挡前扭矩；由于电机转速控制响应快、精度高，能提高同步器挂挡的快速性和平顺性，减小挂挡冲击。
5、同步器挂新挡位(奇数挡)，该过程扭矩保持不变，如图12b中的实线；
6、调整发动机和电机扭矩，使得Tm＝ρTen，并且调整后的扭矩之和等于调整前的扭矩之和，使得第二输入轴和原挡位齿轮所受扭矩降为零；其中，Tm为电机驱动扭矩，ρ＝S/R，R、S分别表示齿圈、太阳齿轮的齿数，Ten为发动机驱动扭矩；
7、摘掉原偶数挡位，该过程扭矩保持不变；
8、第一离合器闭合，将行星齿轮系锁定，发动机和电机扭矩并联驱动新挡位齿轮；该过程中，可以调整、平衡电机和发动机扭矩，驱动扭矩等于换挡前的扭矩，如图12b中的虚线。
本发明的用于车辆的混合动力***的控制方法，其从纯电动模式(EV工况)转换为混合动力驱动模式(HEV工况)的操作步骤为：
1、转换前，同步器挂奇数挡i，第一离合器分离，制动器锁定发动机的动力输出轴，电机驱动太阳齿轮，经过行星架驱动第一输入轴和挂挡齿轮；
2、开始切换：制动器释放，允许发动机的动力输出轴转动；第一离合器闭合，倾向与将行星齿轮系中的3个转轴同速转动，从而带动发动机的动力输出轴加速；
3、为避免产生较大的冲击，要限制第一离合器的滑摩扭矩；同时，电机要适当增大扭矩，补偿扭矩损失；
4、待发动机的动力输出轴达到点火转速，发动机点火并开始工作，***进入混合动力驱动模式。
本发明的用于车辆的混合动力***的控制方法，其从混合动力驱动模式(HEV工况)转换为纯电动模式(EV工况)的操作步骤为：
1、转换前，***挂奇数挡位，同步器挂奇数挡i，第一离合器闭合，制动器分离，发动机和电机并联驱动；若***挂偶数挡位，则应先变换到奇数挡位；
2、开始切换：第一离合器释放，允许发动机轴减速；发动机熄火；制动器闭合，将发动机的动力输出轴转速将为零并锁定；
3、电机继续驱动太阳轮，***切换成纯电动模式(EV工况)。
如图13所示，该用于车辆的混合动力***，其双输入轴变速机构20包括第一输入轴11、第二输入轴12、若干对前进挡位齿轮、至少一套倒档齿轮GR、和输出轴15；第一输入轴11的前段通过两级齿轮传动到第一输入轴的后段11’，齿轮11a与齿轮11b啮合为第一级传动、齿轮11b与齿轮11c啮合为第二级传动；第一输入轴的后段11’上布置奇数挡位驱动齿轮G1、G3、G5、G7，通过相应的同步器S1、S3、S5、S7与该轴连接；第二输入轴12上布置偶数挡位驱动齿轮G2、G4、G6、G8，通过相应的同步器S2、S4、S6、S8与该轴连接；输出轴15上布置挡位的4个从动齿轮，固连在该轴上，4个从动齿轮分别与G1和G2、G3和G4、G5和G6、G7和G8啮合；每一个从动齿轮与两个主动齿轮啮合为一组，形成两个挡位；共四组，八个挡位，所需齿轮数量少，沿轴向布置四排齿轮和二对同步器，轴向尺寸紧凑；挡位之间速比变化也比较合理。
如图14所示，该用于车辆的混合动力***，其双输入轴变速机构20包括第一输入轴11、第二输入轴12、若干对前进挡位齿轮、至少一套倒档齿轮GR、和输出轴15；第一输入轴11的前段通过一级齿轮传动到第一输入轴的后段11’，第二输入轴12的前段通过一级齿轮传动到第二输入轴的后段12’；第一输入轴的后段11’上布置奇数挡位驱动齿轮G1、G3、G5、G7，通过相应的同步器S1、S3、S5、S7与该轴连接；第二输入轴的后段12’上布置偶数挡位驱动齿轮G2、G4、G6、G8，通过相应的同步器S2、S4、S6、S8与该轴连接；输出轴15上布置挡位的4个从动齿轮，固连在该轴上，4个从动齿轮分别与G1和G2、G3和G4、G5和G6、G7和G8啮合；每一个从动齿轮与两个主动齿轮啮合为一组，形成两个挡位；共四组，八个挡位，所需齿轮数量少，沿轴向布置四排齿轮和二对同步器，轴向尺寸紧凑；挡位之间速比变化也比较合理。
如图15所示，该用于车辆的混合动力***，其发动机1的动力输出轴2上安装有第二离合器8；第二离合器8替代图1、图2中的制动器3，其他不变。纯电动驱动时：第二离合器8分离，将发动机的动力输出轴2与混合动力模块20分离；挂一奇数挡位；第一离合器4闭合，将行星齿轮系所在一起，同速转动，电机输出扭矩，通过行星齿轮系、挂挡齿轮驱动。发动机和电机混合驱动时：第二离合器8闭合，发动机的动力输出轴2与行星齿轮系中的相关转轴连接在一起；其他所有的功能和实现方法都不变。
本发明还保护一种包括有上述混合动力***的车辆。
以上所述仅为本发明的较佳实施例，而非对本发明的限制，在不脱离本发明的精神和范围的情况下，凡依本发明申请专利范围所作的均等变化与修饰，皆应属本发明的专利保护范围之内。

Claims (12)

  1. 一种用于车辆的混合动力***，其特征在于，包括发动机、混合动力模块和双输入轴变速机构，所述混合动力模块包括电机、行星齿轮系、第一离合器和制动器，行星齿轮系具有至少3个转轴，分别为：转轴X1、转轴X2、转轴X3，3个转轴的轴心线在一条直线上，转轴X2的转速介于转轴X1转速和转轴X3转速之间；所述3个转轴中的任意两个之间布置有第一离合器；所述发动机的动力输出轴连接行星齿轮系的转轴X3或转轴X1、以及双输入轴变速机构的第二输入轴，电机的转子与转轴X1或转轴X3连接，转轴X2与双输入轴变速机构的第一输入轴连接；所述制动器安装在发动机的动力输出轴上；所述双输入轴变速机构包括第一输入轴、第二输入轴、若干对前进挡位齿轮、至少一套倒档齿轮和输出轴，第一输入轴上设有奇数挡位主动齿轮，第二输入轴上设有偶数挡位主动齿轮，输出轴上布置各个挡位的从动齿轮，上述各挡位的主动齿轮与其对应的从动齿轮相互啮合。
  2. 根据权利要求1所述的用于车辆的混合动力***，其特征在于，倒挡齿轮中的主动齿轮设置在第一输入轴上。
  3. 根据权利要求1所述的用于车辆的混合动力***，其特征在于，每个挡位中有一个齿轮通过同步器与该齿轮所在的轴连接。
  4. 根据权利要求1所述的用于车辆的混合动力***，其特征在于，所述输出轴包括第一输出轴和第二输出轴，分别布置有若干个从动齿轮。
  5. 根据权利要求1所述的用于车辆的混合动力***，其特征在于，所述第一输入轴包括第一输入轴前段和第一输入轴后段，第一输入轴前段通过链条或两级齿轮传动到第一输入轴后段；第一输入轴后段上布置奇数挡位驱动齿轮；或者
    所述第二输入轴包括第二输入轴前段和第二输入轴后段，所述第二输入轴前段通过链条或两级齿轮传动到第二输入轴后段；所述第二输入轴后段上布置偶数挡位驱动齿轮。
  6. 根据权利要求1所述的用于车辆的混合动力***，其特征在于，所述第一输入轴包括第一输入轴前段和第一输入轴后段，所述第二输入轴包括第二输入轴前段和第二输入轴后段；所述第一输入轴前段通过齿轮或链条传动到第一输入轴后段，所述第二输入轴前段通过齿轮或链条传动到第二输入轴后段；所述第一输入轴后段上布置奇数挡位驱动齿轮；所述第二输入轴后段上布置偶数挡位驱动齿轮。
  7. 根据权利要求1所述的用于车辆的混合动力***，其特征在于，所述混合动力模块中，行星齿轮系具有至少3个转轴，分别为：太阳轮S的转轴、行星轮架C的转轴、齿圈R的转轴，3个转轴的轴心线在一条直线上，行星架C的转轴转速介于太阳轮S的转轴转速和齿圈R的转轴转速之间，上述3个转轴中的任意两个之间布置有第一离合器；所述发动机的动力输出轴连接行星齿轮系中齿圈R的转轴或太阳轮S的转轴、以及双输入轴变速机构的第二输入轴，电机的转子与行星齿轮系中太阳轮S的转轴或齿圈R的转轴连接，行星轮架C的转轴与双输入轴变速箱的第一输入轴连接。
  8. 根据权利要求1所述的用于车辆的混合动力***，其特征在于，所述混合动力模块中的制动器采用第二离合器替代，所述第二离合器安装在发动机的动力输出轴上。
  9. 根据权利要求1至8中任一项所述的用于车辆的混合动力***，其特征在于，所述混合动力***的运行模式包括：纯电动模式、纯发动机驱动模式、混合动力驱动模式和充电模式。
  10. 一种根据权利要求9所述的用于车辆的混合动力***的控制方法，其特征在于，在混合动力驱动模式下，变换挡位操作步骤为：
    一、由奇数挡位变换到相邻的偶数挡位
    (1)换挡前：同步器挂奇数挡，第一离合器闭合，锁定行星齿轮系，发动机和电机并联驱动该挡位齿轮；
    (2)开始换挡：调整发动机和电机扭矩，使得Tm＝ρTen，第一离合器承受的扭矩降为零，并且调整后的扭矩之和等于调整前的扭矩之和；其中，Tm为电机驱动扭矩，ρ＝S/R，R、S分别表示齿圈、太阳齿轮的齿数，Ten为发动机驱动扭矩；
    (3)第一离合器释放，发动机和电机差速驱动；该过程中电机和发动机扭矩绕行星架轴平衡，驱动扭矩等于换挡前的扭矩；
    (4)电机调整太阳轮的转轴转速，进而带动齿圈的转轴和第二输入轴调速，使得第二输入轴与新挡位齿轮同步；该过程中电机和发动机扭矩绕行星架轴平衡，驱动扭矩等于换挡前的扭矩；发动机进行扭矩控制，电机则对太阳齿轮进行转速控制，并通过行星齿轮系，控制齿圈转速，使得第二输入轴与待挂偶数挡位齿轮同速转动，便于该挡位同步器顺利挂挡；
    (5)同步器挂新挡位，该过程扭矩保持不变；
    (6)电机输出的扭矩转移到发动机的动力输出轴上，发动机直接驱动第二输入轴和新挡位齿轮，电机扭矩变为零，第一输入轴和原奇数挡位齿轮所受扭矩为零；该过程中，电机扭矩转移给发动机，驱动扭矩等于换挡前的扭矩；
    (7)同步器摘掉原奇数挡位；
    (8)第一离合器闭合，将行星齿轮系锁定，发动机和电机并联驱动新挡位；该过程中，能够调整、平衡电机和发动机扭矩，驱动扭矩和等于换挡前的扭矩；
    二、由偶数挡位变换到相邻的奇数挡位
    (1)换挡前：同步器挂偶数挡，第一离合器闭合，锁定行星齿轮系，发动机和电机并联驱动该挡位；
    (2)开始换挡：电机输出的扭矩转移到发动机的动力输出轴上，发动机直接驱动第二输入轴和原挡位齿轮，电机扭矩变为零，离合器所受扭矩为零；该过程中，电机扭矩转移给发动机，驱动扭矩等于换挡前的扭矩；
    (3)第一离合器释放，行星齿轮系的3个转轴差速转动，该过程扭矩保持不变；
    (4)电机调整太阳轮的转轴转速，进而带动行星架的转轴和第一输入轴调速，使得第一输入轴与新挡位齿轮同步；该过程中发动机扭矩直接作用在第二输入轴，通过偶数挡位齿轮驱动车轮，扭矩等于换挡前扭矩；
    (5)同步器挂新挡位，该过程扭矩保持不变；
    (6)调整发动机和电机扭矩，使得Tm＝ρTen，并且调整后的扭矩之和等于调整前的扭矩之和，使得第二输入轴和原挡位齿轮所受扭矩降为零；其中，Tm为电机驱动扭矩，ρ＝S/R，R、S分别表示齿圈、太阳齿轮的齿数，Ten为发动机驱动扭矩；
    (7)摘掉原偶数挡位，该过程扭矩保持不变；
    (8)第一离合器闭合，将行星齿轮系锁定，发动机和电机扭矩并联驱动新挡位齿轮；该过程中，能够调整、平衡电机和发动机扭矩，驱动扭矩和等于换挡前的扭矩。
  11. 根据权利要求10所述的用于车辆的混合动力***的控制方法，其特征在于，从纯电动模式转换为混合动力驱动模式的操作步骤为：
    (1)转换前，同步器挂奇数挡，第一离合器分离，制动器锁定发动机的动力输出轴，电机驱动太阳齿轮，经过行星架驱动第一输入轴和挂挡齿轮；
    (2)开始切换：制动器释放，第一离合器闭合，倾向与将行星齿轮系中的3个转轴同速转动，带动发动机的动力输出轴加速；
    (3)限制第一离合器的滑摩扭矩，同时，电机增大扭矩，补偿扭矩损失；
    (4)待发动机的动力输出轴达到点火转速，发动机点火并开始工作，混合动力***进入混合动力驱动模式。
  12. 一种车辆，其特征在于，包括如权利要求1～9中任一项所述的混合动力***。
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