WO2023028911A1 - Système de puissance hybride à rapport unique et véhicule - Google Patents

Système de puissance hybride à rapport unique et véhicule Download PDF

Info

Publication number
WO2023028911A1
WO2023028911A1 PCT/CN2021/115912 CN2021115912W WO2023028911A1 WO 2023028911 A1 WO2023028911 A1 WO 2023028911A1 CN 2021115912 W CN2021115912 W CN 2021115912W WO 2023028911 A1 WO2023028911 A1 WO 2023028911A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear
motor
engine
power system
speed hybrid
Prior art date
Application number
PCT/CN2021/115912
Other languages
English (en)
Chinese (zh)
Inventor
王莹
Original Assignee
舍弗勒技术股份两合公司
王莹
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 舍弗勒技术股份两合公司, 王莹 filed Critical 舍弗勒技术股份两合公司
Priority to CN202180097157.9A priority Critical patent/CN117203075A/zh
Priority to PCT/CN2021/115912 priority patent/WO2023028911A1/fr
Publication of WO2023028911A1 publication Critical patent/WO2023028911A1/fr

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • 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 application relates to the field of vehicles, and more specifically to a single-speed hybrid system and a vehicle including the single-speed hybrid system.
  • an existing hybrid power system includes an engine ICE, a first electric machine EM1, a second electric machine EM2 and a transmission T, wherein the first electric machine EM1 is mainly used as a generator, and the second electric machine EM2 is mainly used Used as a motor.
  • the hybrid power system can work in multiple working modes including series working mode and parallel working mode. Regardless of the working mode, when the engine ICE is used for driving, the transmission T has only one gear available, and when the second electric motor EM2 is used for driving, the transmission T also has only one gear available. Therefore, the hybrid system may be called a single-speed hybrid system.
  • the present application is made based on the defects of the above-mentioned prior art.
  • One purpose of this application is to provide a new type of single-speed hybrid power system, which can realize the same or more working modes as the single-speed hybrid power system described in the background art, and has a smaller axial length and lower cost .
  • Another object of the present application is to provide a vehicle including the above-mentioned single-speed hybrid system.
  • the present application provides a single-speed hybrid power system as follows.
  • the single-speed hybrid power system includes a first motor, a second motor, a clutch and a transmission.
  • the first motor is configured coaxially with the engine and used for The engine is always transmission-coupled, the second motor is arranged in parallel with the first motor and is arranged to be staggered with the first motor in the radial direction of the first motor,
  • the transmission includes a first input shaft, a second input shaft, an intermediate shaft, a first gear, a second gear, and a third gear, and the first input shaft is controllably coupled to the first motor via the clutch , the second input shaft is always in transmission connection with the second motor,
  • the first gear is connected torsionally fixed to the first input shaft
  • the second gear is connected torsionally fixed to the second input shaft
  • the third gear is connected torsionally fixed to the intermediate shaft
  • the first The gear is always in mesh with the third gear
  • the second gear is always in mesh with the third gear
  • the first gear has external teeth
  • the second gear has external teeth
  • the third gear has external teeth and internal teeth
  • the first gear and the third gear are always In an external meshing state
  • the second gear and the third gear are always in an internal meshing state
  • the transmission further includes a fourth gear, the fourth gear is connected to the intermediate shaft in a torque-resistant manner,
  • the single-speed hybrid power system further includes a differential, and the input gear of the differential is always in mesh with the fourth gear.
  • the clutch is located radially inside the rotor of the first electric machine.
  • the single-gear hybrid system further includes a control module, and the control module is capable of controlling the single-gear hybrid system so that the single-gear hybrid system realizes a pure motor drive mode,
  • the second motor when the single-speed hybrid system is in the pure motor driving mode, the second motor is in a driving state, the clutch is disengaged, and the second motor transmits torque to the transmission for driving.
  • the single-speed hybrid system further includes a control module and the engine, and the control module can control the single-speed hybrid system so that the single-speed hybrid system realizes pure engine driving model,
  • the single-speed hybrid system When the single-speed hybrid system is in the pure engine driving mode, the engine is in the driving state, the second electric motor is in the non-working state, the clutch is engaged, and the engine transmits torque to the transmission for use to drive.
  • the single-speed hybrid power system further includes a control module and the engine, and the control module can control the single-speed hybrid power system so that the single-speed hybrid power system realizes hybrid driving model,
  • the engine When the single-speed hybrid system is in the hybrid driving mode, the engine is in the driving state, the second electric motor is in the driving state, the clutch is engaged, and the engine and the second electric motor are driving to the The transmission transmits torque for drive.
  • the single-gear hybrid system further includes a control module and the engine, and the control module can control the single-gear hybrid system to enable the single-gear hybrid system to start when driving engine mode,
  • the single-gear hybrid system When the single-gear hybrid system is in the engine start mode while driving, the engine is ready to start, the first electric motor is in the driving state, the second electric motor is in the driving state, the clutch is disengaged, and the second electric motor is in the driving state.
  • the second electric machine transmits torque to the transmission for driving, and the first electric machine transmits torque to the engine to start the engine.
  • the single-gear hybrid system further includes a control module, and the control module is capable of controlling the single-gear hybrid system so that the single-gear hybrid system realizes a braking energy recovery mode,
  • the second motor When the single-speed hybrid power system is in the braking energy recovery mode, the second motor is in a power generation state, the clutch is disengaged, and the second motor receives torque from the transmission for power generation.
  • the present application also provides the following vehicle, which includes the single-speed hybrid power system described in any one of the above technical solutions.
  • the present application provides a novel single-speed hybrid power system and a vehicle including the single-speed hybrid power system.
  • the single-speed hybrid power system includes a first motor, a second motor, a clutch and a transmission.
  • the first motor is configured coaxially with the engine, and the first motor is used for constant transmission connection with the engine, and the second motor is arranged in parallel with the first motor and arranged in a radial direction staggered with the first motor.
  • the transmission includes a first input shaft, a second input shaft, an intermediate shaft, a first gear, a second gear and a third gear.
  • the first input shaft is connected to the first motor via a clutch in a controlled manner, and the second input shaft is connected to the second gear.
  • the motor is always in transmission connection, the first gear is connected torsionally fixed to the first input shaft, the second gear is connected torsionally fixed to the second input shaft, and the third gear is connected torsionally fixedly to the intermediate shaft.
  • the first gear and the third gear are always in meshing state, and the second gear is always in meshing state with the third gear.
  • the first gear is directly connected to the first input shaft
  • the second gear is directly connected to the second input shaft
  • the third gear and the fourth gear are directly connected to the intermediate shaft.
  • the first motor and the second motor are arranged in parallel and staggered, the axial dimension of the whole system is reduced compared with the hybrid power system described in the background art.
  • the coaxial configuration of the first motor and the engine and the parallel and staggered configuration of the first motor and the second motor also improve the packaging space of the entire system, making the single-speed hybrid system of the present application suitable for various vehicle.
  • the engine, the first motor and the second motor are connected to the differential through the common third gear and intermediate shaft, which also simplifies the structure of the single-speed hybrid system and reduces the cost.
  • FIG. 1 is a schematic diagram showing the topology of a conventional single-speed hybrid power system.
  • Fig. 2 is a schematic diagram showing the topology of a single-speed hybrid power system according to an embodiment of the present application.
  • FIG. 3A is a schematic diagram showing the torque transmission path of the single-speed hybrid system in FIG. 2 in the pure motor driving mode, wherein the dotted line indicates the transmission path of the driving torque of the second electric motor.
  • FIG. 3B is a schematic diagram showing the torque transmission path of the single-speed hybrid system in FIG. 2 in the pure engine driving mode, where the dotted line indicates the transmission path of the driving torque of the engine.
  • FIG. 3C is a schematic diagram showing a torque transmission path of the single-speed hybrid system in FIG. 2 in a hybrid driving mode, wherein the dotted line indicates the transmission path of the driving torque of the engine and the second electric machine.
  • FIG. 3D is a schematic diagram showing the torque transmission path of the single-speed hybrid system in FIG. 2 in the engine start mode while driving, wherein the dotted line indicates the transmission path of the driving torque of the first motor and the second motor.
  • FIG. 3E is a schematic diagram showing the torque transmission path of the single-speed hybrid power system in FIG. 2 in the braking energy recovery mode, wherein the dotted line indicates the torque transmission path to the second electric machine.
  • transmission coupling refers to a connection between two components capable of transmitting torque, including direct connection or indirect connection between these two components unless otherwise specified.
  • torque-resistant connection refers to the connection between two parts that can rotate together to transmit torque, for example, the above-mentioned torque-resistant connection can be realized through a spline structure between a gear and a shaft.
  • a single-speed hybrid system includes an engine ICE, a dual-mass flywheel DMF, a first motor EM1, a second motor EM2, a clutch C, a transmission, a differential DM, two half shaft and battery (not shown).
  • the crankshaft of the engine ICE is always drivingly coupled with the rotor support of the first electric machine EM1 via the dual mass flywheel DMF.
  • the dual-mass flywheel DMF is used to attenuate the torsional vibration from the engine ICE, and the hybrid power system of the present application can also use dampers of other structures to achieve the function of attenuating torsional vibration.
  • the torque of the engine ICE can be transmitted to the first electric machine EM1 to drive the first electric machine EM1 to generate electricity; in addition, the torque of the first electric machine EM1 can be transmitted to the engine ICE to start the engine ICE.
  • the first electric machine EM1 includes a stator, a rotor capable of rotating relative to the stator, and a rotor bracket fixed to the rotor.
  • the rotor bracket of the first electric machine EM1 is coupled with the crankshaft of the engine ICE, and the central axis of the rotor of the first electric machine EM1 is coaxial with the central axis of the crankshaft of the engine ICE, so that the first electric machine EM1 and the engine ICE are coaxial configuration.
  • the rotor carrier is also connected in a rotationally fixed manner to the outer hub of the clutch C.
  • the first motor EM1 is also electrically connected to the battery.
  • the first electric machine EM1 when the first electric machine EM1 is supplied with electric energy by the battery, the first electric machine EM1 can start the engine ICE as a motor; Charge.
  • the first electric machine EM1 is mainly used to generate electricity to charge the battery and start the engine ICE.
  • the second electric machine EM2 includes a stator and a rotor capable of rotating relative to the stator.
  • the rotor of the second electric machine EM2 is rotationally connected to the second input shaft S2 of the transmission.
  • the central axis of the rotor of the second motor EM2 and the central axis of the rotor of the first motor EM1 are parallel to each other and staggered by a certain distance, so that the second motor EM2 and the first motor EM1 are arranged in parallel.
  • the second motor EM2 is also electrically connected to the battery. In this way, when the second electric machine EM2 is supplied with electric energy by the battery, the second electric machine EM2 can transmit driving torque to the speed changer as a motor; Charging batteries.
  • the second electric motor EM2 is mainly used for driving and recovering braking energy.
  • the clutch C is, for example, a wet friction clutch, that is to say, the clutch C can use hydraulic oil to control the engagement and disengagement of its clutch units (friction discs and pressure plates).
  • the clutch C is integrated into the radial inner side of the rotor of the first electric machine EM1, so that the clutch C and the first electric machine EM1 are overlapped in the axial direction, so that the axial dimension of the entire single-speed hybrid power system can be shortened.
  • the outer hub of the clutch C is connected torsionally fixed to the rotor support of the first electric machine EM1
  • the inner hub of the clutch C is connected torsionally fixedly to the first input shaft S1 of the transmission. In this way, when the clutch unit of the clutch C is engaged, the rotor support of the first motor EM1 is connected with the first input shaft S1 of the transmission; The transmission coupling between the input shafts S1 is released.
  • the transmission includes a first input shaft S1 , a second input shaft S2 and an intermediate shaft S3 .
  • the first input shaft S1, the second input shaft S2, and the intermediate shaft S3 are arranged in parallel at intervals in the radial direction of the transmission.
  • the transmission also includes a first gear G1, a second gear G2, a third gear G3, and a fourth gear G4.
  • the first gear G1 is connected in a rotationally fixed manner to the first input shaft S1 , the first gear G1 has external teeth.
  • the second gear G2 is connected in a rotationally fixed manner to the second input shaft S2, and the second gear G2 has external teeth.
  • a third gear G3 is connected in a rotationally fixed manner to the countershaft S3, the third gear G3 having both external and internal toothing.
  • the fourth gear G4 is connected in a rotationally fixed manner to the layshaft S3 , and the fourth gear G4 has external teeth.
  • the first gear G1 and the third gear G3 are always in an externally meshed state, so that the first input shaft S1 is always drivingly coupled with the intermediate shaft S3 via a gear pair formed by the first gear G1 and the third gear G3.
  • the second gear G2 and the third gear G3 are always in an internal meshing state, so that the second input shaft S2 is always drivingly coupled with the intermediate shaft S3 through the gear pair formed by the second gear G2 and the third gear G3.
  • the fourth gear G4 is always in external mesh with the input gear of the differential DM, so that the intermediate shaft S3 is always in transmission connection with the differential DM.
  • the differential DM may be a bevel gear differential.
  • the differential DM is not included in the transmission in this embodiment, it is also possible to integrate the differential DM into the transmission as needed. Further, one end of the two axle shafts is respectively installed on the bevel gear of the differential DM, and the other end is respectively installed on two wheels (not shown in the figure).
  • the single-speed hybrid system includes a control module (not shown in the figure), which can control the single-speed hybrid system so that the single-speed hybrid system has multiple
  • There are several working modes including but not limited to pure motor drive mode, pure engine drive mode, hybrid drive mode, engine start mode while driving and braking energy recovery mode.
  • Table 1 below shows the working states of the engine ICE, the first electric machine EM1 , the second electric machine EM2 , and the clutch C in the above exemplary working modes.
  • EV means pure motor drive mode.
  • ENG stands for engine-only drive mode.
  • HV Hybrid Drive Mode
  • RES means start the engine mode while driving.
  • REC means braking energy recovery mode.
  • ICE, EM1, EM2, and C in the first row in Table 1 correspond to the reference numerals in Fig. 2 respectively, that is, respectively represent the engine, the first motor, the second Motor, clutch.
  • control module of the single-gear hybrid power system in Fig. 2 can control the single-gear hybrid power system so that the single-gear hybrid power system realizes the pure motor drive mode EV.
  • Engine ICE can be in non-working state
  • the first motor EM1 can be in a non-working state
  • the second motor EM2 is in a driving state
  • the second motor EM2 transmits torque to the differential DM for driving via the second input shaft S2 ⁇ second gear G2 ⁇ third gear G3 ⁇ intermediate shaft S3 ⁇ fourth gear G4.
  • the engine ICE and the first electric machine EM1 can also be in working state, so that the second electric machine EM2 drives the vehicle to run, and the engine ICE drives the first electric machine EM1 to generate electricity.
  • control module of the single-gear hybrid system in FIG. 2 can control the single-gear hybrid system so that the single-gear hybrid system realizes the pure engine driving mode ENG.
  • Engine ICE is in driving state
  • the first motor EM1 can be in a non-working state
  • the second motor EM2 is in a non-working state
  • the engine ICE transmits torque to the differential DM via the dual mass flywheel DMF ⁇ clutch C ⁇ first input shaft S1 ⁇ first gear G1 ⁇ third gear G3 ⁇ intermediate shaft S3 ⁇ fourth gear G4 for driving.
  • the first electric machine EM1 can be in a working (power generating) state.
  • control module of the single-speed hybrid power system in FIG. 2 can control the single-speed hybrid power system so that the single-speed hybrid power system realizes the hybrid driving mode HV.
  • Engine ICE is in driving state
  • the first motor EM can be in a non-working state
  • the second motor EM2 is in a driving state
  • the second motor EM2 transmits torque to the differential DM for driving via the second input shaft S2 ⁇ second gear G2 ⁇ third gear G3 ⁇ intermediate shaft S3 ⁇ fourth gear G4;
  • the ICE transmits torque to the differential DM for driving via the dual mass flywheel DMF ⁇ clutch C ⁇ first input shaft S1 ⁇ first gear G1 ⁇ third gear G3 ⁇ intermediate shaft S3 ⁇ fourth gear G4.
  • control module of the single-gear hybrid system in FIG. 2 can also control the single-gear hybrid system so that the single-gear hybrid system can start the engine mode RES while driving.
  • the engine ICE is in a non-working state and is waiting to be started;
  • the first motor EM1 is in a driving state
  • the second motor EM2 is in a driving state
  • the second electric motor EM2 transmits torque to the differential DM via the second input shaft S2 ⁇ second gear G2 ⁇ third gear G3 ⁇ intermediate shaft S3 ⁇ fourth gear G4 for
  • the first electric machine EM1 transmits torque to the engine ICE via the dual mass flywheel DMF to start the engine.
  • control module of the single-speed hybrid power system in FIG. 2 can also control the single-speed hybrid power system so that the single-speed hybrid power system realizes the braking energy recovery mode REC.
  • Engine ICE can be in non-working state
  • the first motor EM1 can be in a non-working state
  • the second electric machine EM2 is in the state of generating electricity
  • the torque from the wheels passes through two half shafts ⁇ differential DM ⁇ fourth gear G4 ⁇ intermediate shaft S3 ⁇ third gear G3 ⁇ second gear G2 ⁇ second input shaft S2 to the second
  • the electric machine EM2 transmits torque for generating electricity.
  • the first electric machine EM1 may be in a working (generating) state.
  • the single-speed hybrid power system of the present application can realize various working modes according to needs, and has the same or more working modes than the single-speed hybrid power system described in the background technology, so as to be applicable to various driving states of the vehicle .
  • each shaft (including but not limited to the first input shaft S1, the second input shaft S2 and the intermediate shaft S3), the first electric machine EM1 and the second Both the rotor of the electric motor EM2 and the differential DM are supported by bearings.
  • the bearings may be ball bearings or tapered roller bearings or the like.
  • the engine ICE and the second electric machine EM2 implement power splitting at the intermediate shaft S3.
  • the transmission ratio of the gear pair can be adjusted to match the speed of the engine ICE and the second electric machine EM2, for example, the transmission ratio of the torque transmission path of the second electric machine EM2 can be 2.579, and the torque transmission path of the engine ICE can be The gear ratio can be 0.754, for example.
  • the present application also provides a vehicle comprising the above-mentioned single-speed hybrid system, which has the same functions and effects as the above-mentioned single-speed hybrid system.
  • the single-speed hybrid power system includes a control module
  • the control module can control the single-speed hybrid power system so that the single-speed hybrid power system has multiple working modes.
  • the control module does not have to be mechanically integrated with the single-speed hybrid system, particularly the components or features shown in the drawings, nor does the control module need to be dedicated to controlling the single-speed hybrid system.
  • a control module may comprise a plurality of control units. A part of the sub-modules or control unit of the control module may be a control module or control unit of the vehicle.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un système de puissance hybride à rapport unique, comprenant un premier moteur (EM1), un second moteur (EM2), un embrayage (C) et une transmission. Le premier moteur (EM1) est conçu pour être coaxial avec un moteur (ICE) et est conçu pour être en permanence raccordé en transmission au moteur (ICE); le second moteur (EM2) est disposé en parallèle avec le premier moteur (EM1) et est disposé en quinconce avec le premier moteur (EM1) selon la direction radiale du premier moteur (EM1). Le premier moteur (EM1) et le second moteur (EM2) sont raccordés en transmission à un arbre intermédiaire (S3) au moyen d'un troisième engrenage commun (G3). De cette manière, une taille axiale de l'ensemble du système est réduite, un espace d'empaquetage de l'ensemble du système est amélioré, la structure est simplifiée et le coût est réduit. L'invention concerne également un véhicule comprenant le système de puissance hybride à rapport unique précité.
PCT/CN2021/115912 2021-09-01 2021-09-01 Système de puissance hybride à rapport unique et véhicule WO2023028911A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
CN202180097157.9A CN117203075A (zh) 2021-09-01 2021-09-01 单挡混合动力***及车辆
PCT/CN2021/115912 WO2023028911A1 (fr) 2021-09-01 2021-09-01 Système de puissance hybride à rapport unique et véhicule

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/CN2021/115912 WO2023028911A1 (fr) 2021-09-01 2021-09-01 Système de puissance hybride à rapport unique et véhicule

Publications (1)

Publication Number Publication Date
WO2023028911A1 true WO2023028911A1 (fr) 2023-03-09

Family

ID=85411834

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2021/115912 WO2023028911A1 (fr) 2021-09-01 2021-09-01 Système de puissance hybride à rapport unique et véhicule

Country Status (2)

Country Link
CN (1) CN117203075A (fr)
WO (1) WO2023028911A1 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2013151199A (ja) * 2012-01-24 2013-08-08 Toyota Motor Corp ハイブリッド車両
CN103802663A (zh) * 2014-01-28 2014-05-21 广东工业大学 一种混合动力***及其控制方法
CN110466338A (zh) * 2019-08-22 2019-11-19 中汽研（天津）汽车工程研究院有限公司 一种单行星排功率分流混合动力***
CN111907321A (zh) * 2020-07-30 2020-11-10 舍弗勒技术股份两合公司 变速器、车辆用动力***及车辆
CN113320374A (zh) * 2021-07-16 2021-08-31 席忠 双电机功率合流混合动力***

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2013151199A (ja) * 2012-01-24 2013-08-08 Toyota Motor Corp ハイブリッド車両
CN103802663A (zh) * 2014-01-28 2014-05-21 广东工业大学 一种混合动力***及其控制方法
CN110466338A (zh) * 2019-08-22 2019-11-19 中汽研（天津）汽车工程研究院有限公司 一种单行星排功率分流混合动力***
CN111907321A (zh) * 2020-07-30 2020-11-10 舍弗勒技术股份两合公司 变速器、车辆用动力***及车辆
CN113320374A (zh) * 2021-07-16 2021-08-31 席忠 双电机功率合流混合动力***

Also Published As

Publication number Publication date
CN117203075A (zh) 2023-12-08

Similar Documents

Publication Publication Date Title
CN109130830B (zh) 用于混合动力车辆的变速器及动力***
US7762366B2 (en) Axle drive unit for a hybrid electric vehicle
US8672068B2 (en) Drive unit for an electric hybrid vehicle
KR101628130B1 (ko) 4륜 구동 하이브리드 차량용 동력전달장치
US11391348B2 (en) Transmission and power system for use in hybrid vehicle
US9579966B2 (en) Hybrid powertrain for a motor vehicle, hybrid vehicle, and use thereof
KR101459474B1 (ko) 4륜 구동 하이브리드 차량용 변속장치
US8727932B2 (en) Hybrid vehicle drive device
US7699737B2 (en) Electric axle drive unit
US20170001626A1 (en) A method of locking a planetary gearing when driving a vehicle
WO2019218266A1 (fr) Transmission de puissance hybride et véhicule
US11299027B2 (en) Power system for hybrid vehicles
US8974338B2 (en) Two-mode electrically-variable transmission with offset motor and two planetary gear sets
WO2019178796A1 (fr) Transmission de puissance hybride et véhicule électrique hybride
US9670990B2 (en) Motor vehicle drive train and method of operating a drive train
WO2019218267A1 (fr) Transmission de puissance hybride et véhicule
US20100258367A1 (en) Travel drive system with multiple transmission paths for hybrid vehicle and method using same
US20220194208A1 (en) Hybrid transmission device, engine transmission arrangement, hybrid drivetrain and motor vehicle
CN108909433B (zh) 用于混合动力车辆的动力***
US20220126676A1 (en) Hybrid Transmission Device and Motor Vehicle
WO2023028922A1 (fr) Système d'alimentation hybride et véhicule
WO2023028911A1 (fr) Système de puissance hybride à rapport unique et véhicule
CN115723551A (zh) 单挡混合动力***及车辆
WO2023028916A1 (fr) Système de puissance hybride à engrenage unique et véhicule
US20220203822A1 (en) Hybrid transmission device, engine transmission arrangement, hybrid drivetrain and motor vehicle

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 21955458

Country of ref document: EP

Kind code of ref document: A1

WWE Wipo information: entry into national phase

Ref document number: 202180097157.9

Country of ref document: CN

NENP Non-entry into the national phase

Ref country code: DE