WO2023130451A1 - 混合动力***及车辆 - Google Patents
混合动力***及车辆 Download PDFInfo
- Publication number
- WO2023130451A1 WO2023130451A1 PCT/CN2022/071035 CN2022071035W WO2023130451A1 WO 2023130451 A1 WO2023130451 A1 WO 2023130451A1 CN 2022071035 W CN2022071035 W CN 2022071035W WO 2023130451 A1 WO2023130451 A1 WO 2023130451A1
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- WIPO (PCT)
- Prior art keywords
- power system
- hybrid power
- engine
- electric machine
- input shaft
- Prior art date
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
-
- 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
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
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- 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 particularly to a hybrid system and a vehicle including the hybrid system.
- the present application is made in view of the above-mentioned drawbacks of the hybrid system.
- An object of the present application is to provide a hybrid power system, which has a relatively simple structure and low cost, and can realize enough working modes.
- Another object of the present application is to provide a vehicle including the above hybrid system.
- the present application provides a hybrid power system as follows, which includes a first motor, a second motor and a transmission, and the transmission includes:
- a first input shaft drivingly coupled to said first electric machine and for driving coupling to an engine
- clutch mechanism which includes a one-way clutch and a synchronizer
- the output shaft is connected to the first input shaft in a controlled transmission manner via the clutch mechanism, and the output shaft is connected to the second input shaft in a transmission manner.
- the one-way clutch includes an outer ring and an inner ring capable of relative rotation, the outer ring is coupled with the gear hub of the synchronizer, and the inner ring is connected to the first input shaft drive connection,
- the synchronizer is engaged so that the outer ring is drivingly coupled with the output shaft, and the synchronizer is disengaged so that the outer ring is decoupled from the output shaft.
- first input shaft, the second input shaft and the output shaft are arranged coaxially, and the first input shaft is inserted through the second input shaft.
- the transmission further includes an intermediate shaft, the second input shaft is coupled to the intermediate shaft via a first gear pair, and the intermediate shaft is connected to the output shaft via a second gear Auxiliary drive connection.
- the transmission further includes a planetary gear mechanism, and the rotor of the first electric motor is drivingly coupled with the first input shaft via the planetary gear mechanism.
- the hybrid power system further includes a control module, and the control module can control the hybrid power system so that the hybrid power system realizes a pure motor drive mode
- the hybrid system when the hybrid system is in the pure motor driving mode, the engine is in a stopped state, the first electric motor is in a stopped state, the second electric motor is in a driving state, the one-way clutch is disengaged and/or Or the synchronizer is disengaged so that the second electric machine transmits torque to the transmission for drive.
- the hybrid power system further includes a control module, and the control module can control the hybrid power system so that the hybrid power system realizes a series drive mode
- the engine When the hybrid power system is in the series driving mode, the engine is in the working state, the first electric motor is in the generating state, the second electric motor is in the driving state, and the synchronizer is disengaged, so that the engine drives The first electric machine generates electricity and the second electric machine transmits torque to the transmission for drive.
- the hybrid power system further includes a control module, and the control module can control the hybrid power system so that the hybrid power system realizes a parallel driving mode
- the hybrid power system When the hybrid power system is in the parallel driving mode, the engine is in the working state, the first electric motor is in the driving state or in the stopped state, the second electric motor is in the driving state, the one-way clutch is engaged, and the The synchronizer is engaged such that the engine, the first electric machine and the second electric machine transmit torque to the transmission for drive or the engine and the second electric machine transmit torque to the transmission for drive.
- the hybrid power system further includes a control module, and the control module can control the hybrid power system so that the hybrid power system realizes a charging mode during driving and/or a charging mode during parking,
- the hybrid power system When the hybrid power system is in the charging mode while driving, the engine is in the working state, the first electric motor is in the generating state, the second electric motor is in the stopped state, the one-way clutch is engaged, and the synchronous engaging the transmission such that the engine transmits torque to the transmission for drive and drives the first electric machine to generate electricity;
- the engine When the hybrid power system is in the parking charging mode, the engine is in the working state, the first electric motor is in the generating state, the second electric motor is in the stopped state, the one-way clutch is engaged, and the synchronous The generator is separated, so that the engine drives the first electric machine to generate electricity.
- the hybrid power system further includes a control module, and the control module can control the hybrid power system so that the hybrid power system realizes an energy recovery mode
- the engine When the hybrid power system is in the energy recovery mode, the engine is in a stopped state, the first motor is in a stopped state, the second motor is in a generating state, and the one-way clutch is disengaged, so that the first Two electric machines receive torque from the transmission to generate electricity.
- the present application also provides a vehicle as follows, which includes an engine and the hybrid power system described in any one of the above technical solutions.
- the present application provides a novel hybrid power system and a vehicle including the hybrid power system.
- the engine (which may be part of the hybrid system or a part of the vehicle but not included in the concept of the hybrid system) can be combined with
- the first electric motor is always in transmission connection with the first input shaft of the transmission
- the second electric motor is always in transmission connection with the second input shaft of the transmission.
- the first input shaft can be connected to the output shaft via a clutch mechanism including a one-way clutch and a synchronizer
- the second input shaft can be connected to the output shaft all the time.
- the clutch mechanism of the hybrid power system is composed of a one-way clutch and a synchronizer, omitting a traditional complex actuation system such as a friction clutch, thereby simplifying the structure and saving costs.
- various working modes such as pure motor drive mode, series drive mode, parallel drive mode, energy recovery mode and charging mode can be realized, avoiding the lack of typical The problem of working mode.
- the configuration of the hybrid system of the present application improves the drivability, fuel consumption performance, and emission performance of the vehicle.
- FIG. 1A is a schematic topology diagram showing a hybrid power system according to a first embodiment of the present application.
- FIG. 1B is a schematic diagram showing the structure of a one-way clutch of the hybrid system in FIG. 1A .
- FIG. 1C is a schematic diagram showing the torque transmission path of the hybrid system in FIG. 1A in the pure motor driving mode, wherein the dotted line with arrows indicates the torque transmission path.
- FIG. 1D is a schematic diagram illustrating the torque transfer path of the hybrid system in FIG. 1A in the series drive mode, wherein the dashed line with arrows indicates the torque transfer path.
- FIG. 1E is a schematic diagram showing the torque transfer path of the hybrid system in FIG. 1A in the parallel drive mode, where the dashed line with arrows indicates the torque transfer path.
- FIG. 1F is a schematic diagram illustrating the torque transfer path of the hybrid system in FIG. 1A in the charge-while-driving mode, where the dashed line with arrows indicates the torque transfer path.
- FIG. 1G is a schematic diagram illustrating the torque transfer path of the hybrid system in FIG. 1A in the charge-while-park mode, where the dashed arrowed line indicates the torque transfer path.
- FIG. 1H is a schematic diagram showing the torque transfer path of the hybrid system in FIG. 1A in the energy recovery mode, wherein the dashed line with arrows indicates the torque transfer path.
- FIG. 2 is a schematic topology diagram showing a hybrid power system according to a second embodiment of the present application.
- 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.
- Continuous transmission connection means that the transmission connection state is always maintained between two parts, and “controlled transmission connection” means that the transmission connection between two parts can be realized and the transmission connection can also be released.
- torque-resistant connection means that two parts can rotate together to be connected so as to be able to transmit torque
- torque-resistant connection can be realized through a spline structure between a gear and a shaft.
- the hybrid system includes an engine ICE, a first electric machine EM1 , a second electric machine EM2 , a transmission, and a battery (not shown).
- the crankshaft of the engine ICE may be in constant drive coupling with the rotor of the first electric machine EM1 via a damping mechanism such as a dual-mass flywheel.
- the dual-mass flywheel is used to attenuate the torsional vibration from the engine ICE, and other dampers can also be used to attenuate the torsional vibration.
- the torque of the engine ICE can be transmitted to the first electric motor EM1 to drive the first electric motor EM1 to generate electricity or be input into the transmission to drive the vehicle; in addition, the torque of the first electric motor EM1 can be transmitted to the engine ICE to start the engine ICE .
- the first electric machine EM1 includes a stator and a rotor capable of rotating relative to the stator.
- the rotor of the first electric machine EM1 is always in driving connection with the crankshaft of the engine ICE, and the rotor of the first electric machine EM1 is coaxial with the crankshaft of the engine ICE, so that the first electric machine EM1 and the engine ICE are arranged coaxially.
- the first motor EM1 is also electrically connected to the battery. In this way, 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 consistent with the central axis of the rotor of the first electric machine EM1, so that the second electric machine EM2 and the first electric machine EM1 realize coaxial arrangement.
- 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 machine EM2 is mainly used for driving and energy recovery.
- the transmission of the hybrid power system according to the first embodiment of the present application includes a first input shaft S1, a second input shaft S2, an intermediate shaft S3, an output shaft S4, and a gear G1- G4 and the clutch mechanism (one-way clutch C and synchronizer SY).
- the first input shaft S1, the second input shaft S2, and the output shaft S4 may be arranged in a coaxial manner.
- the first input shaft S1 is a solid shaft extending linearly
- the second input shaft S2 is a hollow shaft extending linearly.
- the first input shaft S1 is inserted through the second input shaft S2, and the first input shaft S1 and the second input shaft S2 can freely rotate relative to each other.
- the first input shaft S1 is always in driving connection with the crankshaft of the engine ICE and the rotor of the first electric machine EM1
- the second input shaft S2 is always in driving connection with the rotor of the second electric machine EM2 .
- the intermediate shaft S3 may be a solid shaft extending linearly, and the intermediate shaft S3 is parallel to the first input shaft S1, the second input shaft S2, and the output shaft S4.
- S4 is arranged in a staggered manner.
- the intermediate shaft S3 is always in transmission connection with the second input shaft S2 through the first gear pair, and the intermediate shaft S3 is in transmission connection with the output shaft S4 through the second gear pair.
- the output shaft S4 may be a linearly extending solid shaft, and the clutch mechanism is disposed between the first input shaft S1 and the output shaft S4 for controlled transmission coupling of the first input shaft S1 and the output shaft S4.
- the first gear G1 is disposed on the second input shaft S2 in a torque-resistant manner.
- the first gear G1 is directly coupled with the second input shaft S2 and the first gear G1 can rotate along with the second input shaft S2.
- the second gear G2 is arranged in a torque-proof manner on the countershaft S3. That is to say, the second gear G2 is directly coupled with the countershaft S3 and the second gear G2 can rotate along with the countershaft S3.
- the second gear G2 and the first gear G1 can form a first gear pair with external meshing, so that the second input shaft S2 and the intermediate shaft S3 are always in transmission coupling.
- the third gear G3 is arranged in a torque-proof manner on the intermediate shaft S3. That is to say, the third gear G3 is directly coupled with the countershaft S3 and the third gear G3 can rotate along with the countershaft S3.
- the fourth gear G4 is arranged on the output shaft S4 in a torque-proof manner. That is to say, the fourth gear G4 is directly coupled with the output shaft S4 and the fourth gear G4 can rotate along with the output shaft S4.
- the fourth gear G4 and the third gear G3 may form a second gear pair with external meshing, so that the intermediate shaft S3 and the output shaft S4 are always in transmission connection.
- the clutch mechanism is used to drive and couple the first input shaft S1 and the output shaft S4 in a controlled manner.
- the clutch mechanism includes a one-way clutch C and a synchronizer SY.
- the one-way clutch C may include an outer ring 1 , an inner ring 2 , a roller 3 and a spring 4 assembled together.
- the inner ring 2 is located radially inside the outer ring 1, and the inner ring 2 and the outer ring 1 can rotate freely with each other when the one-way clutch C is disengaged, and the inner ring 2 and the outer ring 1 can rotate freely when the one-way clutch C is engaged.
- Can rotate together and inner ring 2 and outer ring 1 can transmit torque via rollers 3 .
- Spherical rollers 3 and springs 4 in the form of cylindrical coil springs, for example, are arranged in pairs.
- rollers 3 and springs 4 are located between the outer ring 1 and the inner ring 2 .
- the outer ring 1 is always in transmission connection with the gear hub of the synchronizer SY, and the inner ring 2 is always in transmission connection with the first input shaft S1.
- the rotational speed of the inner ring 2 in the counterclockwise direction is greater than that of the outer ring 1 in the counterclockwise direction.
- the inner ring 2 can be connected with the outer ring 1 through the roller 3.
- the one-way clutch C is engaged, and the first input shaft S1 can be coupled with the gear hub of the synchronizer SY via the one-way clutch C, and drives the gear hub of the synchronizer SY to rotate together. In other cases, the one-way clutch C is disengaged.
- the synchronizer SY may have the same structure as the existing synchronizer, and the synchronizer SY may include a gear hub, a ring gear, a synchronizer ring, a slider and engaging gears.
- the gear hub and the outer ring of the one-way clutch C are always connected by transmission, the ring gear and the gear hub are always connected by transmission through splines and can slide axially relative to the gear hub, and the engaging gear and the output shaft are always connected by transmission.
- an actuating mechanism such as a shift fork, the ring gear can be coupled with the gear hub and the engaging gear at the same time, so that the outer ring 1 of the one-way connector C is coupled with the output shaft S4.
- the hybrid power system according to an embodiment of the present application shown in FIG. 1A may further include a control module (not shown in the figure), which can control the hybrid power system so that the hybrid power system has multiple working modes,
- the control module can switch between these operating modes according to parameters such as the vehicle's driving state and battery charge level.
- These operating modes include, but are not limited to, motor-only drive mode, series drive mode, parallel drive mode, engine-on-drive mode, engine-on-stop mode, and energy recovery mode.
- Table 1 below shows the working states of the engine ICE, the first electric machine EM1 , the second electric machine EM2 , the one-way clutch C and the synchronizer SY in the above-mentioned exemplary working modes.
- EV1 represents the first pure motor drive mode.
- EV2 represents the second pure motor drive mode.
- SER means series drive mode
- EG1 represents the charging mode while driving.
- EG2 represents the charging mode while parking.
- ICE, EM1, EM2, C, and SY in the first row in Table 1 correspond to the reference numerals in Fig. 1A respectively, that is, respectively represent the engine, the first motor, the first motor in the hybrid system in Fig. 1A Second motor, one-way clutch, synchronizer.
- control module of the hybrid power system in FIG. 1A can control the hybrid power system so that the hybrid power system realizes the first pure motor driving mode EV1.
- the engine ICE is stopped
- the first motor EM1 is in a stopped state
- the second motor EM2 is in a driving state
- the one-way clutch C is disengaged, and the synchronizer SY is engaged or disengaged.
- the second motor EM2 transmits torque to the output shaft S4 via the second input shaft S2 ⁇ first gear G1 ⁇ second gear G2 ⁇ intermediate shaft S3 ⁇ third gear G3 ⁇ fourth gear G4 to output shaft S4 for to drive. It can be understood that in the first pure motor driving mode EV1, the second electric motor EM2 can be mainly used to drive the vehicle forward.
- control module of the hybrid power system in FIG. 1A can control the hybrid power system so that the hybrid power system realizes the second pure motor driving mode EV2.
- the engine ICE is stopped
- the first motor EM1 is in a stopped state
- the second motor EM2 is in a driving state
- the one-way clutch C is engaged or disengaged, and the synchronizer SY is disengaged.
- the second motor EM2 transmits torque to the output shaft S4 via the second input shaft S2 ⁇ first gear G1 ⁇ second gear G2 ⁇ intermediate shaft S3 ⁇ third gear G3 ⁇ fourth gear G4 to output shaft S4 for to drive. It can be understood that in the second pure motor driving mode EV2, the second electric motor EM2 can be mainly used to drive the vehicle in reverse.
- control module of the hybrid power system in FIG. 1A can control the hybrid power system so that the hybrid power system realizes the series drive mode SER.
- the engine ICE is in working condition
- the first motor EM1 is in a power generation state
- the second motor EM2 is in a driving state
- the one-way clutch C is engaged, and the synchronizer SY is disengaged.
- the engine ICE transmits torque to the first electric motor EM1 via the first input shaft S1, so that the first electric motor EM1 generates electricity; the second electric motor EM2 passes through the second input shaft S2 ⁇ first gear G1 ⁇ second Gear G2 ⁇ intermediate shaft S3 ⁇ third gear G3 ⁇ fourth gear G4 transmits torque to output shaft S4 for driving.
- the second electric machine EM2 can be used to drive the vehicle forward or reverse.
- control module of the hybrid power system in FIG. 1A can control the hybrid power system so that the hybrid power system realizes the parallel driving mode PAR.
- the engine ICE is in working condition
- the first motor EM1 is in a stopped state or a driving state
- the second motor EM2 is in a driving state
- the one-way clutch C is engaged, and the synchronizer SY is engaged.
- the engine ICE transmits torque to the output shaft S4 via the first input shaft S1 ⁇ one-way clutch C ⁇ synchronizer SY for driving; if the first electric motor EM1 is in a driving state, the first electric motor EM1 Torque is transmitted to the output shaft S4 via the first input shaft S1 ⁇ one-way clutch C ⁇ synchronizer SY for driving; the second motor EM2 is via the second input shaft S2 ⁇ first gear G1 ⁇ second gear G2 ⁇ intermediate shaft S3 ⁇ Third gear G3 ⁇ Fourth gear G4 transmits torque to the output shaft S4 for driving.
- control module of the hybrid power system in FIG. 1A can control the hybrid power system so that the hybrid power system realizes the charging mode EG1 while driving.
- the engine ICE is in working condition
- the first motor EM1 is in a power generation state
- the second motor EM2 is in a stopped state
- the one-way clutch C is engaged, and the synchronizer SY is engaged.
- the engine ICE transmits torque to the output shaft S4 for driving via the first input shaft S1 ⁇ one-way clutch C ⁇ synchronizer SY, and the engine ICE transmits torque to the first electric motor EM1 via the first input shaft S1 The torque is transmitted to make the first electric machine EM1 generate electricity.
- control module of the hybrid power system in FIG. 1A can control the hybrid power system so that the hybrid power system realizes the charging mode EG2 while parking.
- the engine ICE is in working condition
- the first motor EM1 is in a power generation state
- the second motor EM2 is in a stopped state
- the one-way clutch C is engaged, and the synchronizer SY is disengaged.
- the engine ICE transmits torque to the first electric machine EM1 via the first input shaft S1 , so that the first electric machine EM1 generates electricity.
- control module of the hybrid power system in FIG. 1A can control the hybrid power system so that the hybrid power system realizes the energy recovery mode ER.
- the engine ICE is stopped
- the first motor EM1 is in a stopped state
- the second electric machine EM2 is in the state of generating electricity
- the one-way clutch C is disengaged, and the synchronizer SY is engaged or disengaged.
- the torque from the output shaft S4 is transmitted to the second motor EM2 via the fourth gear G4 ⁇ third gear G3 ⁇ intermediate shaft S3 ⁇ second gear G2 ⁇ first gear G1 ⁇ second input shaft S2 , so that the second electric machine EM2 generates electricity.
- the hybrid power system of the present application can realize various working modes according to needs, so as to be applicable to various driving states of the vehicle.
- the basic structure of the hybrid system according to the second embodiment of the present application is substantially the same as that of the hybrid system according to the first embodiment of the present application, and differences therebetween will be described below.
- the rotor of the first electric machine EM1 and the first input shaft S1 are always driven and coupled via a planetary gear mechanism.
- the planetary gear mechanism includes a sun gear SU, a plurality of planet gears PG, a carrier P and a ring gear R.
- the sun gear SU is connected to the rotor of the first electric machine EM1 in a coaxial and torsion-proof manner, so that the sun gear SU and the rotor of the first electric machine EM1 can rotate together and are always in transmission coupling.
- a plurality of planetary gears PG are located on the radially outer side of the sun gear SU and are always in mesh with the sun gear SU, and the plurality of planetary gears PG are mounted on the planetary gear carrier P.
- the planetary gear carrier P is connected with the first input shaft S1 in a coaxial and torsion-resistant manner, so that the planetary gear carrier P and the first input shaft S1 can rotate together and are always in transmission coupling.
- the ring gear R is always in mesh with the plurality of planetary gears PG from the radially outer side, and the ring gear R can be fixed by being installed in the transmission case. In this way, the gear ratio of the transmission can be significantly increased without greatly increasing the size of the entire hybrid system.
- the hybrid system according to the second embodiment can achieve the same functions as the hybrid system according to the first embodiment.
- the transmission coupling between the second input shaft S2 and the output shaft S4 can also be realized through a dynamic shaft gear train such as a planetary gear mechanism, and is not limited to using the fixed shaft gear train described in the above embodiments to realize the transmission coupling.
- the one-way clutch C is a roller type one-way overrunning clutch, but the application is not limited thereto, and the one-way clutch C can also be a block type one-way overrunning clutch or a rocker type to the overrunning clutch.
- the synchronizer SY can be kept in the engaged state, and then the one-way clutch C can be engaged by increasing the rotation speed of the engine ICE and/or the first electric machine EM1, thereby realizing two Corresponding torque delivery in the mode.
- the one-way clutch C can be in an engaged state or a stopped state, so as to avoid the one-way clutch C being in a disengaged state for too long.
- the one-way clutch C can be automatically disengaged, which is beneficial to improve the mechanical working efficiency of the hybrid power system.
- the present application also provides a vehicle including the above-mentioned hybrid power system, which has the same function and effect as the above-mentioned hybrid power system.
- the hybrid power system includes a control module, and the control module can control the hybrid power system so that the hybrid power system has multiple working modes.
- the control module does not have to be mechanically integrated with the hybrid system, particularly the components or features shown in the figures, nor does the control module have to be dedicated to controlling the 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.
- the hybrid power system according to the present application can be arranged along the longitudinal direction (length direction) of the vehicle, which can achieve a very compact structural layout and has a relatively short longitudinal length. This simplifies construction and reduces costs due to the omission of a complex drive system for the clutch. Moreover, the transmission of the hybrid power system of the present application has less requirement for lubrication, high transmission efficiency and small torque loss.
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- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
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- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
提供了一种混合动力***,其离合机构由单向离合器(C)和同步器(SY)构成,省略了传统的例如摩擦离合器的复杂致动***,由此简化了结构且节省了成本。通过控制发动机(ICE)、第一电机(EM1)、第二电机(EM2)以及离合机构的工作状态,能够实现纯电机驱动模式、串联驱动模式、并联驱动模式、能量回收模式以及充电模式等多种工作模式,避免了缺少典型的工作模式的问题。还提供了包括上述混合动力***的车辆,本申请的混合动力***的构造改善了车辆的驱动性能、燃油消耗性能和排放性能。
Description
本申请涉及车辆领域,更具体地涉及混合动力***及包括该混合动力***的车辆。
在现有的车辆中,存在多种双电机混合动力***,用于驱动车辆行驶。在一些典型的双电机混合动力***中,发动机和一个电机与变速器的输入轴传动联接,另一个电机与变速器的输出轴传动联接,从而构造成所谓的P1/P3混合动力***或者P2/P3混合动力***。
但是,在上述双电机混合动力***中,存在如下问题。一方面,有些双电机混合动力***缺少并联驱动模式等典型的工作模式;另一方面,有些双电机混合动力***采用多个摩擦离合器,导致整个混合动力***的成本较高。
发明内容
鉴于上述混合动力***的缺陷而做出了本申请。本申请的一个目的在于提供一种混合动力***,其结构相对简单且成本较低,而且能够实现足够多的工作模式。本申请的另一个目的在于提供一种包括上述混合动力***的车辆。
为了实现上述目的,本申请采用如下的技术方案。
本申请提供了一种如下的混合动力***,其包括第一电机、第二电机和变速器,所述变速器包括:
第一输入轴,其与所述第一电机传动联接并且用于与发动机传动联接;
第二输入轴,其与所述第二电机传动联接;
输出轴;以及
离合机构,其包括单向离合器和同步器;
其中,所述输出轴与所述第一输入轴经由所述离合机构受控地传动联接,所述输出轴与所述第二输入轴传动联接。
在一种可选的方案中,所述单向离合器包括能够相对转动的外圈和内圈,所述外圈与所述同步器的齿毂传动联接,所述内圈与所述第一输入轴传动联接,
所述同步器接合使得所述外圈与所述输出轴传动联接,所述同步器分离使得所述外圈与所述输出轴解除传动联接。
在另一种可选的方案中,所述第一输入轴、所述第二输入轴和所述输出轴同轴布置,所述第一输入轴***穿过所述第二输入轴。
在另一种可选的方案中,所述变速器还包括中间轴,所述第二输入轴与所述中间轴经由第一齿轮副传动联接,所述中间轴与所述输出轴经由第二齿轮副传动联接。
在另一种可选的方案中,所述变速器还包括行星齿轮机构,所述第一电机的转子经由所述行星齿轮机构与所述第一输入轴传动联接。
在另一种可选的方案中,所述混合动力***还包括控制模块,所述控制模块能够控制所述混合动力***使所述混合动力***实现纯电机驱动模式,
其中,当所述混合动力***处于所述纯电机驱动模式时,所述发动机处于停止状态,所述第一电机处于停止状态,所述第二电机处于驱动状态,所述单向离合器分离并且/或者所述同步器分离,使得所述第二电机向所述变速器传递扭矩以用于驱动。
在另一种可选的方案中,所述混合动力***还包括控制模块,所述控制 模块能够控制所述混合动力***使所述混合动力***实现串联驱动模式,
当所述混合动力***处于所述串联驱动模式时,所述发动机处于工作状态,所述第一电机处于发电状态,所述第二电机处于驱动状态,所述同步器分离,使得所述发动机驱动所述第一电机发电,所述第二电机向所述变速器传递扭矩以用于驱动。
在另一种可选的方案中,所述混合动力***还包括控制模块,所述控制模块能够控制所述混合动力***使所述混合动力***实现并联驱动模式,
当所述混合动力***处于所述并联驱动模式时,所述发动机处于工作状态,所述第一电机处于驱动状态或停止状态,所述第二电机处于驱动状态,所述单向离合器接合,所述同步器接合,使得所述发动机、所述第一电机和所述第二电机向所述变速器传递扭矩以用于驱动或者所述发动机和所述第二电机向所述变速器传递扭矩以用于驱动。
在另一种可选的方案中,所述混合动力***还包括控制模块,所述控制模块能够控制所述混合动力***使所述混合动力***实现行驶时充电模式和/或停车时充电模式,
当所述混合动力***处于所述行驶时充电模式时,所述发动机处于工作状态,所述第一电机处于发电状态,所述第二电机处于停止状态,所述单向离合器接合,所述同步器接合,使得所述发动机向所述变速器传递扭矩以用于驱动并且驱动所述第一电机进行发电;
当所述混合动力***处于所述停车时充电模式时,所述发动机处于工作状态,所述第一电机处于发电状态,所述第二电机处于停止状态,所述单向离合器接合,所述同步器分离,使得所述发动机驱动所述第一电机进行发电。
在另一种可选的方案中,所述混合动力***还包括控制模块,所述控制模块能够控制所述混合动力***使所述混合动力***实现能量回收模式,
当所述混合动力***处于所述能量回收模式时,所述发动机处于停止状态,所述第一电机处于停止状态,所述第二电机处于发电状态,所述单向离合器分离,使得所述第二电机接收来自所述变速器的扭矩来发电。
本申请还提供了一种如下的车辆,其包括发动机以及以上技术方案中任意一项技术方案所述的混合动力***。
通过采用上述技术方案,本申请提供了一种新型的混合动力***及包括该混合动力***的车辆。在该混合动力***中或者说在包括该混合动力***和发动机的车辆中,发动机(其可以作为混合动力***的一部分,也可以作为车辆的一部分而不包括在混合动力***的概念中)可以和第一电机与变速器的第一输入轴始终传动联接,第二电机与变速器的第二输入轴可以始终传动联接。进一步地,第一输入轴可以经由包括单向离合器和同步器的离合机构与输出轴受控地传动联接,第二输入轴与输出轴可以始终传动联接。
这样,根据本申请的混合动力***的离合机构由单向离合器和同步器构成,省略了传统的例如摩擦离合器的复杂致动***,由此简化了结构且节省了成本。通过控制发动机、第一电机、第二电机以及离合机构的工作状态,能够实现纯电机驱动模式、串联驱动模式、并联驱动模式、能量回收模式以及充电模式等多种工作模式,避免了缺少典型的工作模式的问题。而且,本申请的混合动力***的构造改善了车辆的驱动性能、燃油消耗性能和排放性能。
图1A是示出了根据本申请的第一实施例的混合动力***的拓扑结构示意图。
图1B是示出了图1A中的混合动力***的单向离合器的结构的示意图。
图1C是示出了图1A中的混合动力***处于纯电机驱动模式下的扭矩传递路径的示意图,其中带箭头的虚线表示扭矩传递路径。
图1D是示出了图1A中的混合动力***处于串联驱动模式下的扭矩传递路径的示意图,其中带箭头的虚线表示扭矩传递路径。
图1E是示出了图1A中的混合动力***处于并联驱动模式下的扭矩传递路径的示意图,其中带箭头的虚线表示扭矩传递路径。
图1F是示出了图1A中的混合动力***处于行驶时充电模式下的扭矩传递路径的示意图,其中带箭头的虚线表示扭矩传递路径。
图1G是示出了图1A中的混合动力***处于停车时充电模式下的扭矩传递路径的示意图,其中带箭头的虚线表示扭矩传递路径。
图1H是示出了图1A中的混合动力***处于能量回收模式下的扭矩传递路径的示意图,其中带箭头的虚线表示扭矩传递路径。
图2是示出了根据本申请的第二实施例的混合动力***的拓扑结构示意图。
附图标记说明
ICE发动机 EM1第一电机 EM2第二电机
S1第一输入轴 S2第二输入轴 S3中间轴 S4输出轴
G1第一齿轮 G2第二齿轮 G3第三齿轮 G4第四齿轮
C单向离合器 1外圈 2内圈 3滚子 4弹簧 SY同步器
SU太阳轮 PG行星轮 P行星轮架 R齿圈。
下面参照附图描述本申请的示例性实施例。应当理解,这些具体的说明仅用于示教本领域技术人员如何实施本申请,而不用于穷举本申请的所有可 行的方式,也不用于限制本申请的范围。
在本申请中,“传动联接”是指两个部件之间能够传递扭矩地连接,如无特殊说明,包括这两个部件之间直接连接或者间接连接。“始终传动联接”是指两个部件之间始终保持传动联接状态,“受控地传动联接”是指两个部件之间能够实现传动联接也能够解除传动联接。
在本申请中,“抗扭连接”是指两个部件能够一起转动,以能够传递扭矩地连接,例如齿轮与轴之间通过花键结构能够实现上述抗扭连接。
以下将首先结合说明书附图说明根据本申请的第一实施例的混合动力***的结构。
(根据本申请的第一实施例的混合动力***的结构)
如图1A所示,根据本申请的第一实施例的混合动力***包括发动机ICE、第一电机EM1、第二电机EM2、变速器以及电池(未示出)。
在本实施例中,发动机ICE的曲轴可以经由例如双质量飞轮的减振机构与第一电机EM1的转子始终传动联接。双质量飞轮用于衰减来自发动机ICE的扭振,还可以采用其它减振器来实现衰减扭振的功能。由此,发动机ICE的扭矩能够传递到第一电机EM1,以驱动第一电机EM1进行发电或者输入到变速器中驱动车辆行驶;另外,第一电机EM1的扭矩能够传递到发动机ICE,以启动发动机ICE。
在本实施例中,第一电机EM1包括定子和能够相对于定子转动的转子。如上所述,第一电机EM1的转子与发动机ICE的曲轴始终传动联接,第一电机EM1的转子与发动机ICE的曲轴同轴,使得第一电机EM1与发动机ICE实现同轴配置。另外,第一电机EM1还与电池电连接。这样,在第一电机EM1由电池供给电能的情况下,第一电机EM1作为电动机能够启动发动机ICE;在第一电机EM1获得来自发动机ICE的扭矩的情况下,第一电机EM1作为发电机向电池充电。第一电机EM1主要用于发电以向电池充电和启动发动机ICE。
在本实施例中,第二电机EM2包括定子和能够相对于定子转动的转子。 第二电机EM2的转子与第一电机EM1的转子的中心轴线一致,使得第二电机EM2与第一电机EM1实现同轴配置。另外,第二电机EM2还与电池电连接。这样,在第二电机EM2由电池供给电能的情况下,第二电机EM2作为电动机能够向变速器传递驱动扭矩;在第二电机EM2获得来自变速器的扭矩的情况下,第二电机EM2作为发电机向电池充电。第二电机EM2主要用于驱动和进行能量回收。
在本实施例中,如图1A所示,根据本申请的第一实施例的混合动力***的变速器包括第一输入轴S1、第二输入轴S2、中间轴S3、输出轴S4、齿轮G1-G4以及离合机构(单向离合器C和同步器SY)。
如图1A所示,第一输入轴S1、第二输入轴S2和输出轴S4可以以同轴的方式布置。第一输入轴S1为直线状延伸的实心轴,第二输入轴S2为直线状延伸的空心轴。第一输入轴S1***穿过第二输入轴S2,第一输入轴S1和第二输入轴S2能够相对于彼此自由转动。第一输入轴S1与发动机ICE的曲轴和第一电机EM1的转子始终传动联接,第二输入轴S2与第二电机EM2的转子始终传动联接。中间轴S3可以为直线状延伸的实心轴,中间轴S3以与第一输入轴S1、第二输入轴S2和输出轴S4平行的方式与第一输入轴S1、第二输入轴S2和输出轴S4错开布置。中间轴S3与第二输入轴S2通过第一齿轮副始终传动联接,中间轴S3与输出轴S4通过第二齿轮副传动联接。输出轴S4可以为直线状延伸的实心轴,离合机构布置在第一输入轴S1和输出轴S4之间,用于使第一输入轴S1和输出轴S4受控地传动联接。通过上述各轴的布置关系,能够在实现所需的传动联接结构的情况下减小变速器的封装尺寸,有利于整个混合动力***的小型化。
如图1A所示,第一齿轮G1以抗扭的方式设置于第二输入轴S2。第一齿轮G1与第二输入轴S2直接传动联接并且第一齿轮G1能够随着第二输入轴S2转动。第二齿轮G2以抗扭的方式设置于中间轴S3。也就是说,第二齿轮G2与中间轴S3直接传动联接并且第二齿轮G2能够随着中间轴S3转动。第二齿 轮G2与第一齿轮G1可以构成外啮合的第一齿轮副,使得第二输入轴S2与中间轴S3始终传动联接。
第三齿轮G3以抗扭的方式设置于中间轴S3。也就是说,第三齿轮G3与中间轴S3直接传动联接并且第三齿轮G3能够随着中间轴S3转动。第四齿轮G4以抗扭的方式设置于输出轴S4。也就是说,第四齿轮G4与输出轴S4直接传动联接并且第四齿轮G4能够随着输出轴S4转动。第四齿轮G4与第三齿轮G3可以构成外啮合的第二齿轮副,使得中间轴S3与输出轴S4始终传动联接。
如图1A所示,离合机构用于使第一输入轴S1与输出轴S4受控地传动联接。离合机构包括单向离合器C和同步器SY。
具体地,如图1B所示,在单向离合器C的一个示例中,单向离合器C可以包括组装在一起的外圈1、内圈2、滚子3和弹簧4。内圈2位于外圈1的径向内侧,且在单向离合器C分离的状态下内圈2和外圈1能够彼此自由转动,在单向离合器C接合的状态下内圈2和外圈1能够一起转动且内圈2和外圈1能够经由滚子3传递扭矩。球状的滚子3和例如圆柱螺旋弹簧形式的弹簧4成对设置,弹簧4的一端抵靠滚子3,另一端抵靠外圈1。多对滚子3和弹簧4位于外圈1和内圈2之间。外圈1与同步器SY的齿毂始终传动联接,内圈2与第一输入轴S1始终传动联接。
这样,当内圈2相对于外圈1趋向于产生沿着图中逆时针方向的相对转动时,也就是通俗地说内圈2的沿着逆时针方向的转速大于外圈1沿着逆时针方向的转速时,内圈2能够经由滚子3与外圈1传动联接。此时,单向离合器C接合,第一输入轴S1能够经由单向离合器C与同步器SY的齿毂传动联接,且带动同步器SY的齿毂一起转动。在其它情况下,单向离合器C分离。
进一步地,同步器SY可以与现有的同步器具有同样结构,同步器SY可以包括齿毂、齿圈、同步环、滑块和接合齿轮。齿毂与单向离合器C的外圈始终传动联接,齿圈与齿毂通过花键始终传动联接且能够相对于齿毂轴向滑动,接合齿轮与输出轴始终传动联接。在拨叉等的致动机构的致动下,齿圈 能够同时与齿毂和接合齿轮传动联接,使得单向连接器C的外圈1与输出轴S4实现传动联接。
这样,通过以上结构,实现了一种新型的混合动力***,其与包括多个摩擦离合器的双电机混合动力***相比结构简单且成本更低,以下将说明该混合动力***的工作模式。
(根据本申请的一实施例的混合动力***的工作模式)
在图1A中示出的根据本申请的一实施例的混合动力***可以还包括控制模块(图中未示出),该控制模块能够控制混合动力***使得该混合动力***具有多种工作模式,控制模块可以根据车辆的行驶状态、电池荷电水平等参数在这些工作模式之间进行切换。这些工作模式包括但不限于纯电机驱动模式、串联驱动模式、并联驱动模式、行驶时启动发动机模式、停车时启动发动机模式和能量回收模式。
在以下的表1中示出了上述示例性的工作模式中发动机ICE、第一电机EM1、第二电机EM2、单向离合器C和同步器SY的工作状态。
【表1】
对于以上表1中的内容进行如下说明。
1.关于表1中的工作模式
EV1表示第一纯电机驱动模式。
EV2表示第二纯电机驱动模式。
SER表示串联驱动模式。
PAR表示并联驱动模式。
EG1表示行驶时充电模式。
EG2表示停车时充电模式。
ER表示能量回收模式。
2.表1中的第一行中的ICE、EM1、EM2、C、SY分别与图1A中附图标记相对应,即分别表示图1A中的混合动力***中的发动机、第一电机、第二电机、单向离合器、同步器。
3.关于符号“█”
对于表1中ICE、EM1、EM2所在的列,有该符号表示发动机ICE、第一电机EM1、第二电机EM2处于工作状态,没有该符号表示发动机ICE、第一电机EM1、第二电机EM2处于停止状态。
对于表1中的C所在的列,有该符号表示单向离合器C接合,没有该符号表示单向离合器C分离。
对于表1中的SY所在的列,有该符号表示同步器SY接合,没有该符号表示同步器SY分离。
对于表1中通过斜线分割表格且斜线一侧空白而另一侧填充有“█”的情况,表示对应的部件可以处于不同的状态。例如,当对应第一电机EM1存在这种情况时,表示第一电机EM1可以处于工作状态,也可以处于停止状态。
结合以上的表1,对图1A中的混合动力***的工作模式进行更具体的说明。
如表1所示,图1A中的混合动力***的控制模块能够控制混合动力***使混合动力***实现第一纯电机驱动模式EV1。
当混合动力***处于第一纯电机驱动模式EV1时,
发动机ICE处于停止状态;
第一电机EM1处于停止状态;
第二电机EM2处于驱动状态;
单向离合器C分离,同步器SY接合或分离。
这样,如图1C所示,第二电机EM2经由第二输入轴S2→第一齿轮G1→第二齿轮G2→中间轴S3→第三齿轮G3→第四齿轮G4向输出轴S4传递扭矩以用于驱动。可以理解,在第一纯电机驱动模式EV1中,第二电机EM2可以主要用于驱动车辆前进。
如表1所示,图1A中的混合动力***的控制模块能够控制混合动力***使混合动力***实现第二纯电机驱动模式EV2。
当混合动力***处于纯电机驱动模式EV2时,
发动机ICE处于停止状态;
第一电机EM1处于停止状态;
第二电机EM2处于驱动状态;
单向离合器C接合或分离,同步器SY分离。
这样,如图1C所示,第二电机EM2经由第二输入轴S2→第一齿轮G1→第二齿轮G2→中间轴S3→第三齿轮G3→第四齿轮G4向输出轴S4传递扭矩以用于驱动。可以理解,在第二纯电机驱动模式EV2中,第二电机EM2可以主要用于驱动车辆倒车。
如表1所示,图1A中的混合动力***的控制模块能够控制混合动力***使混合动力***实现串联驱动模式SER。
当混合动力***处于串联驱动模式SER时,
发动机ICE处于工作状态;
第一电机EM1处于发电状态;
第二电机EM2处于驱动状态;
单向离合器C接合,同步器SY分离。
这样,如图1D所示,发动机ICE经由第一输入轴S1向第一电机EM1传递 扭矩,使得第一电机EM1进行发电;第二电机EM2经由第二输入轴S2→第一齿轮G1→第二齿轮G2→中间轴S3→第三齿轮G3→第四齿轮G4向输出轴S4传递扭矩以用于驱动。可以理解,在串联驱动模式SER中,第二电机EM2可以用于驱动车辆前进或倒车。
如表1所示,图1A中的混合动力***的控制模块能够控制混合动力***使混合动力***实现并联驱动模式PAR。
当混合动力***处于并联驱动模式PAR时,
发动机ICE处于工作状态;
第一电机EM1处于停止状态或者驱动状态;
第二电机EM2处于驱动状态;
单向离合器C接合,同步器SY接合。
这样,如图1E所示,发动机ICE经由第一输入轴S1→单向离合器C→同步器SY向输出轴S4传递扭矩以用于驱动;如果第一电机EM1处于驱动状态,则第一电机EM1经由第一输入轴S1→单向离合器C→同步器SY向输出轴S4传递扭矩以用于驱动;第二电机EM2经由第二输入轴S2→第一齿轮G1→第二齿轮G2→中间轴S3→第三齿轮G3→第四齿轮G4向输出轴S4传递扭矩以用于驱动。
如表1所示,图1A中的混合动力***的控制模块能够控制混合动力***使混合动力***实现行驶时充电模式EG1。
当混合动力***处于行驶时充电模式EG1时,
发动机ICE处于工作状态;
第一电机EM1处于发电状态;
第二电机EM2处于停止状态;
单向离合器C接合,同步器SY接合。
这样,如图1F所示,发动机ICE经由第一输入轴S1→单向离合器C→同步器SY向输出轴S4传递扭矩以用于驱动,并且发动机ICE经由第一输入轴S1 向第一电机EM1传递扭矩,使得第一电机EM1进行发电。
如表1所示,图1A中的混合动力***的控制模块能够控制混合动力***使混合动力***实现停车时充电模式EG2。
当混合动力***处于停车时充电模式EG2时,
发动机ICE处于工作状态;
第一电机EM1处于发电状态;
第二电机EM2处于停止状态;
单向离合器C接合,同步器SY分离。
这样,如图1G所示,发动机ICE经由第一输入轴S1向第一电机EM1传递扭矩,使得第一电机EM1进行发电。
如表1所示,图1A中的混合动力***的控制模块能够控制混合动力***使混合动力***实现能量回收模式ER。
当混合动力***处于能量回收模式ER时,
发动机ICE处于停止状态;
第一电机EM1处于停止状态;
第二电机EM2处于发电状态;
单向离合器C分离,同步器SY接合或分离。
这样,如图1H所示,来自输出轴S4的扭矩经由第四齿轮G4→第三齿轮G3→中间轴S3→第二齿轮G2→第一齿轮G1→第二输入轴S2传递到第二电机EM2,以使得第二电机EM2进行发电。
由此,本申请的混合动力***能够根据需要实现各种工作模式,从而适用车辆的各种不同的行驶状态。
以下将说明根据本申请的第二实施例的混合动力***的结构。
(根据本申请的第二实施例的混合动力***的结构)
根据本申请的第二实施例的混合动力***的基本结构与根据本申请的第一实施例的混合动力***的基本结构大致相同,以下将说明两者之间的不 同之处。
在本实施例中,如图2所示,第一电机EM1的转子与第一输入轴S1经由行星齿轮机构始终传动联接。该行星齿轮机构包括太阳轮SU、多个行星轮PG、行星轮架P和齿圈R。太阳轮SU与第一电机EM1的转子以同轴且抗扭的方式相连,使得太阳轮SU与第一电机EM1的转子能够一起转动并且始终传动联接。多个行星轮PG位于太阳轮SU的径向外侧且与太阳轮SU始终处于啮合状态,多个行星轮PG均安装于行星轮架P。行星轮架P与第一输入轴S1以同轴且抗扭的方式相连,使得行星轮架P与第一输入轴S1能够一起转动并且始终传动联接。齿圈R从径向外侧与多个行星轮PG始终处于啮合状态,齿圈R可以通过安装于变速器壳体的方式固定。这样,能够在不大幅增大整个混合动力***的尺寸的情况下显著增大变速器的传动比。
虽然第二实施例中的结构与第一实施例具有如上不同之处,但是可以理解,根据第二实施例的混合动力***与根据第一实施例的混合动力***能够实现相同的作用。
在以上的具体实施例中对本申请的技术方案进行了详细地阐述,以下进行补充说明。
i.可以理解,第二输入轴S2和输出轴S4之间也可以通过例如行星齿轮机构等动轴轮系实现传动联接,而不限于使用上述实施例中说明的定轴轮系实现传动联接。
ii.在以上的实施例中说明了单向离合器C是滚子式单向超越离合器,但是本申请不限于此,该单向离合器C还可以是嵌块式单向超越离合器或摇杆式单向超越离合器。
iii.在并联驱动模式和行驶时充电模式中,可以保持同步器SY处于接合状态,然后通过增大发动机ICE和/或第一电机EM1的转速来使单向离合器C实现接合,从而实现两个模式中对应的扭矩传递。
另外,在除了并联驱动模式和行驶时驱动模式之外的工作模式中,单向 离合器C可以处于接合状态或者停止状态,这样避免单向离合器C太长时间处于分离状态。而且,在本申请的混合动力***中,一旦处于驱动状态下的发动机ICE速度减小,单向离合器C就能够自动解除接合,这有利于改善混合动力***的机械工作效率。
iv.本申请还提供了一种包括上述混合动力***的车辆,其具有上述混合动力***同样的功能和效果。
v.可以理解,虽然在上面的描述中,说明了混合动力***包括控制模块,该控制模块能够控制混合动力***使得该混合动力***具有多种工作模式。但是,该控制模块不必与混合动力***,特别是附图中示出的各部件或特征机械地整合在一起,控制模块也不必专门用于控制混合动力***。控制模块可以包括多个控制单元。控制模块的一部分子模块或控制单元可以是车辆的控制模块或控制单元。
vi.根据本申请的混合动力***可以沿着车辆的纵向(长度方向)布置,能够实现非常紧凑的结构布局,且具有较短的纵向长度。由于节省了离合器的复杂的驱动***,因而简化了结构且降低了成本。而且,本申请的混合动力***的变速器对润滑的需求较小,传动效率高且扭矩损耗小。
Claims (11)
- 一种混合动力***,其包括第一电机(EM1)、第二电机(EM2)和变速器,所述变速器包括:第一输入轴(S1),其与所述第一电机(EM1)传动联接并且用于与发动机(ICE)传动联接;第二输入轴(S2),其与所述第二电机(EM2)传动联接;输出轴(S4);以及离合机构,其包括单向离合器(C)和同步器(SY);其中,所述输出轴(S4)与所述第一输入轴(S1)经由所述离合机构受控地传动联接,所述输出轴(S4)与所述第二输入轴(S2)传动联接。
- 根据权利要求1所述的混合动力***,其特征在于,所述单向离合器(C)包括能够相对转动的外圈(1)和内圈(2),所述外圈(1)与所述同步器(SY)的齿毂传动联接,所述内圈(2)与所述第一输入轴(S1)传动联接,所述同步器(SY)接合使得所述外圈(1)与所述输出轴(S4)传动联接,所述同步器(SY)分离使得所述外圈(1)与所述输出轴(S4)解除传动联接。
- 根据权利要求1或2所述的混合动力***,其特征在于,所述第一输入轴(S1)、所述第二输入轴(S2)和所述输出轴(S4)同轴布置,所述第一输入轴(S1)***穿过所述第二输入轴(S2)。
- 根据权利要求1至3中任一项所述的混合动力***,其特征在于,所述变速器还包括中间轴(S3),所述第二输入轴(S2)与所述中间轴(S3)经由第一齿轮副(G1、G2)传动联接,所述中间轴(S3)与所述输出轴(S4)经由第二齿轮副(G3、G4)传动联接。
- 根据权利要求1至4中任一项所述的混合动力***,其特征在于,所述 变速器还包括行星齿轮机构,所述第一电机(EM1)的转子经由所述行星齿轮机构与所述第一输入轴(S1)传动联接。
- 根据权利要求1至5中任一项所述的混合动力***,其特征在于,所述混合动力***还包括控制模块,所述控制模块能够控制所述混合动力***使所述混合动力***实现纯电机驱动模式,其中,当所述混合动力***处于所述纯电机驱动模式时,所述发动机(ICE)处于停止状态,所述第一电机(EM1)处于停止状态,所述第二电机(EM2)处于驱动状态,所述单向离合器(C)分离并且/或者所述同步器(SY)分离,使得所述第二电机(EM2)向所述变速器传递扭矩以用于驱动。
- 根据权利要求1至5中任一项所述的混合动力***,其特征在于,所述混合动力***还包括控制模块,所述控制模块能够控制所述混合动力***使所述混合动力***实现串联驱动模式,当所述混合动力***处于所述串联驱动模式时,所述发动机(ICE)处于工作状态,所述第一电机(EM1)处于发电状态,所述第二电机(EM2)处于驱动状态,所述同步器(SY)分离,使得所述发动机(ICE)驱动所述第一电机(EM1)发电,所述第二电机(EM2)向所述变速器传递扭矩以用于驱动。
- 根据权利要求1至5中任一项所述的混合动力***,其特征在于,所述混合动力***还包括控制模块,所述控制模块能够控制所述混合动力***使所述混合动力***实现并联驱动模式,当所述混合动力***处于所述并联驱动模式时,所述发动机(ICE)处于工作状态,所述第一电机(EM1)处于驱动状态或停止状态,所述第二电机(EM2)处于驱动状态,所述单向离合器(C)接合,所述同步器(SY)接合,使得所述发动机(ICE)、所述第一电机(EM1)和所述第二电机(EM2) 向所述变速器传递扭矩以用于驱动或者所述发动机(ICE)和所述第二电机(EM2)向所述变速器传递扭矩以用于驱动。
- 根据权利要求1至5中任一项所述的混合动力***,其特征在于,所述混合动力***还包括控制模块,所述控制模块能够控制所述混合动力***使所述混合动力***实现行驶时充电模式和/或停车时充电模式,当所述混合动力***处于所述行驶时充电模式时,所述发动机(ICE)处于工作状态,所述第一电机(EM1)处于发电状态,所述第二电机(EM2)处于停止状态,所述单向离合器(C)接合,所述同步器(SY)接合,使得所述发动机(ICE)向所述变速器传递扭矩以用于驱动并且驱动所述第一电机(EM1)进行发电;当所述混合动力***处于所述停车时充电模式时,所述发动机(ICE)处于工作状态,所述第一电机(EM1)处于发电状态,所述第二电机(EM2)处于停止状态,所述单向离合器(C)接合,所述同步器(SY)分离,使得所述发动机(ICE)驱动所述第一电机(EM1)进行发电。
- 根据权利要求1至5中任一项所述的混合动力***,其特征在于,所述混合动力***还包括控制模块,所述控制模块能够控制所述混合动力***使所述混合动力***实现能量回收模式,当所述混合动力***处于所述能量回收模式时,所述发动机(ICE)处于停止状态,所述第一电机(EM1)处于停止状态,所述第二电机(EM2)处于发电状态,所述单向离合器(C)分离,使得所述第二电机(EM2)接收来自所述变速器的扭矩来发电。
- 一种车辆,其包括发动机(ICE)以及权利要求1至10中任一项所述的混合动力***。
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CN110303869A (zh) * | 2019-07-09 | 2019-10-08 | 舍弗勒技术股份两合公司 | 混合动力*** |
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