CN114559804A - Hybrid power device - Google Patents
Hybrid power device Download PDFInfo
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- CN114559804A CN114559804A CN202210372980.2A CN202210372980A CN114559804A CN 114559804 A CN114559804 A CN 114559804A CN 202210372980 A CN202210372980 A CN 202210372980A CN 114559804 A CN114559804 A CN 114559804A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
- B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
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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
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Structure Of Transmissions (AREA)
Abstract
The invention relates to a hybrid power device which comprises an engine, a first motor, a second motor and a speed change mechanism, wherein the speed change mechanism comprises a first input shaft, a second input shaft and a third input shaft, the first motor is connected with the first input shaft, the second motor is connected with the second input shaft, and the engine is connected with the third input shaft. The first motor, the second motor and the engine are respectively connected with the first input shaft, the second input shaft and the third input shaft, the first gear shifting element can selectively enable the first input shaft to be communicated with the second input shaft, the second gear shifting element can selectively enable the third input shaft to be communicated with the second input shaft or one of the highest gear sets, the second gear shifting element is used for engaging the highest gear when a vehicle runs at a high speed, the second input shaft is separated from the third input shaft, the first motor and the second motor are not dragged by the engine, and the engine drives the vehicle independently, so that the hybrid power device with high energy efficiency is obtained.
Description
Technical Field
The invention relates to the field of hybrid electric drive of commercial vehicles, in particular to the technical field of vehicle transmission and drive, and particularly relates to a hybrid power device.
Background
The hybrid power device mainly adopts a parallel hybrid power device formed by arranging a motor module between a clutch and a gearbox, and the motor mainly has the functions of electric starting, engine starting, boosting, power generation, regenerative braking and the like. Commercial vehicles which mainly run in certain specific areas also adopt a series hybrid power device, an engine only works in a high-efficiency area to drive a generator to generate electricity, and a driving motor directly or through a gearbox drives the vehicle.
The hybrid device described above inevitably has the following problems: when the vehicle runs at a high speed, the vehicle is mainly driven by an engine, and the efficiency of the motor is low when the motor is in a low-power electric or power generation state, similar to parasitic loss at the high speed, so that the reduction of energy consumption at the high speed is not facilitated; parallel hybrid devices generally do not have a power compensation function; when the high-voltage electrical system fails, for example, the electrical storage device or the motor fails and does not work, the motor is still dragged when the engine runs, which not only causes energy loss, but also may cause further damage or unsafe of the high-voltage electrical components. Therefore, the market also expects to provide a hybrid device that solves at least one of the above-mentioned technical problems.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provide a hybrid power device which has high energy efficiency, complete function and wider application range.
In order to achieve the above object, a hybrid device of the present invention is as follows:
the hybrid power device is mainly characterized by comprising an engine, a first motor, a second motor and a speed change mechanism, wherein the speed change mechanism comprises a first input shaft, a second input shaft and a third input shaft, the first motor is connected with the first input shaft, the second motor is connected with the second input shaft, and the engine is connected with the third input shaft.
Preferably, the speed change mechanism further includes an intermediate shaft, an output shaft, a rear transmission gear set, a first gear set, a second gear set, and a third gear set, the intermediate shaft is connected to the output shaft through the rear transmission gear set, the first gear set is disposed between the first input shaft and the intermediate shaft, the second gear set is disposed between the second input shaft and the intermediate shaft, and the third gear set is disposed between the third input shaft and the intermediate shaft.
Preferably, the device further comprises a first shift element and a second shift element, the first shift element and the second shift element are both shift synchronizers or shift sleeves, the first shift element selectively connects the first input shaft with the second input shaft, and the second shift element selectively connects the third input shaft with one of the second input shaft or the highest gear set.
Preferably, the third gear set include a first gear set, reverse gear set, third gear shifting element, a first gear set include a first gear driving gear and a first gear driven gear, reverse gear set include reverse gear driving gear, reverse gear idler and reverse gear driven gear, a first gear driving gear and reverse gear driving gear rigid coupling on the third input shaft, a first gear driven gear and reverse gear driven gear empty cover on the jackshaft and through the alternative with the jackshaft switch-on of third gear shifting element, reverse gear idler and reverse gear driving gear meshing, and reverse gear idler and reverse gear driven gear meshing.
Preferably, the first gear set includes a second gear set, a fourth gear set and a fourth shifting element, the second gear set includes a second gear driving gear and a second gear driven gear, the fourth gear set includes a fourth gear driving gear and a fourth gear driven gear, the second gear driving gear and the fourth gear driving gear are fixedly connected to the first input shaft, and the second gear driven gear and the fourth gear driven gear are freely sleeved on the intermediate shaft and selectively communicated with the intermediate shaft through the fourth shifting element.
Preferably, the second gear set includes a third gear set, a fifth gear set, a highest gear set and a fifth gear shifting element, the third gear set includes a third gear driving gear and a third gear driven gear, the fifth gear set includes a fifth gear driving gear and a fifth gear driven gear, the highest gear set includes a highest gear driving gear and a highest gear driven gear, the third gear driving gear and the fifth gear driving gear are fixedly connected to the second input shaft, the third gear driven gear and the fifth gear driven gear are sleeved on the intermediate shaft in an empty manner and selectively communicated with the intermediate shaft through the fifth gear shifting element, the highest gear driving gear is sleeved on the third input shaft in an empty manner and selectively communicated with the third input shaft through the second gear shifting element, and the highest gear driven gear is fixedly connected to the intermediate shaft.
Preferably, the device further comprises a shift hub, wherein the shift hub comprises a first slide rail, a second slide rail and a third slide rail, and the first slide rail, the second slide rail and the third slide rail are respectively used for moving the corresponding shift fork so as to drive the fourth shift element, the first shift element and the fifth shift element to move axially.
Preferably, the hub of shifting still include first stopper, second stopper, third stopper, fourth stopper and fifth stopper, first stopper setting on first slide, second stopper, third stopper and fourth stopper all set up on the second slide, fifth stopper setting on the third slide, first stopper, second stopper, third stopper, fourth stopper and fifth stopper all axial displacement for realize that the jump of vehicle under the operating mode of accelerating suddenly or decelerating suddenly hangs the fender.
Preferably, the engine is connected to the third input shaft through a main clutch.
Preferably, the first input shaft, the second input shaft, the third input shaft and the output shaft are coaxially arranged, the first input shaft is arranged outside the second input shaft, and the second input shaft is arranged outside the third input shaft. Preferably, the first motor, the second motor and the engine are coaxially arranged and located between the engine and the speed change mechanism, and the first input shaft, the second input shaft, the third input shaft and the output shaft are coaxially arranged.
The hybrid power device comprises a first motor, a second motor and an engine, wherein the first motor, the second motor and the engine are respectively connected with a first input shaft, a second input shaft and a third input shaft, a first gear shifting element can selectively enable the first input shaft to be communicated with the second input shaft, a second gear shifting element can selectively enable the third input shaft to be communicated with the second input shaft or one of a highest gear set, the second gear shifting element is in a highest gear engagement mode when a vehicle runs at a high speed, the second input shaft is separated from the third input shaft, the first motor and the second motor are not dragged by the engine, and the engine independently drives the vehicle, so that the hybrid power device with high energy efficiency is obtained.
Drawings
Fig. 1 is a schematic structural view of a hybrid power device of the present invention.
Fig. 2 is a schematic representation of a second shift element hub arrangement of a hybrid powertrain according to an embodiment of the present invention.
Fig. 3 is another schematic diagram of a second shift element hub of a hybrid power unit in accordance with an embodiment of the present invention.
Fig. 4 is a schematic position diagram of a limiting block on each slide way of the gear shifting hub when the second gear is shifted to the fourth gear.
Fig. 5 is a schematic position diagram of a limiting block on each slide way of the gear shifting hub when the second gear is shifted to the fifth gear.
Fig. 6 is a schematic position diagram of a limiting block on each slide way of the gear shifting hub when the third gear is shifted to the fifth gear.
Reference numerals:
1 Engine
2 first electric machine
3 second electric machine
4 speed change mechanism
7 shift hub
41 first input shaft
42 second input shaft
43 third input shaft
44 intermediate shaft
45 output shaft
46 rear drive gear set
47 first gear set
48 second gear set
49 third gear gearset
471 second gear set
472 fourth speed gear set
473 fourth Shift element
4711 two-gear driving gear
4712 two-gear driven gear
4721 four-gear drive gear
4722 four-gear driven gear
481 three speed gear set
482 five-gear set
483 highest gear set
484 fifth Shift element
4811 three-gear driving gear
4812 three-gear driven gear
4821 five-gear driving gear
4822 five-speed driven gear
4831 highest gear driving gear
4832 highest-gear driven gear
491 first gear set
4911 first gear drive gear
4912 first-gear driven gear
492 reverse gear set
4921 reverse gear drive gear
4922 reverse idler gear
4923 reverse driven gear
493 third shift element
51 first shifting element
52 second shift element
71 first slideway
72 second slideway
73 third slideway
74 first stopper
75 second stopper
76 third stop block
77 fourth stop block
78 fifth limiting block
Detailed Description
In order to more clearly describe the technical contents of the present invention, the following further description is given in conjunction with specific embodiments.
The hybrid power device comprises an engine 1, a first motor 2, a second motor 3 and a speed change mechanism 4, wherein the speed change mechanism 4 comprises a first input shaft 41, a second input shaft 42 and a third input shaft 43, the first motor 2 is connected with the first input shaft 41, the second motor 3 is connected with the second input shaft 42, and the engine 1 is connected with the third input shaft 43.
As a preferred embodiment of the present invention, the speed change mechanism 4 further includes an intermediate shaft 44, an output shaft 45, a rear drive gear set 46, a first gear set 47, a second gear set 48, and a third gear set 49, wherein the intermediate shaft 44 is connected to the output shaft 45 through the rear drive gear set 46, the first gear set 47 is disposed between the first input shaft 41 and the intermediate shaft 44, the second gear set 48 is disposed between the second input shaft 42 and the intermediate shaft 44, and the third gear set 49 is disposed between the third input shaft 43 and the intermediate shaft 44.
In a preferred embodiment of the present invention, the first input shaft 41, the second input shaft 42, the third input shaft 43 and the output shaft 45 are coaxially disposed, the first input shaft 41 is fitted around the second input shaft 42, and the second input shaft 42 is fitted around the third input shaft 43.
As a preferred embodiment of the present invention, the apparatus further comprises a first shift element 51 and a second shift element 52, both the first shift element 51 and the second shift element 52 are shift synchronizers or shift sleeves, the first shift element 51 selectively connects the first input shaft 41 to the second input shaft 42, and the second shift element 52 selectively connects the third input shaft 43 to the second input shaft 42 or one of the top-gear sets 483.
As a preferred embodiment of the present invention, the third gear set 49 includes a first gear set 491, a reverse gear set 492, and a third shifting element 493, the first gear set 491 includes a first gear driving gear 4911 and a first gear driven gear 4912, the reverse gear set 492 includes a reverse gear driving gear 4921, a reverse gear idler 4922, and a reverse gear driven gear 4923, the first gear driving gear 4911 and the reverse gear driving gear 4921 are fixedly connected to the third input shaft 43, the first gear driven gear 4912 and the reverse gear driven gear 4923 are freely sleeved on the intermediate shaft 44 and selectively connected to the intermediate shaft 44 through the third shifting element 493, the reverse gear idler 4922 is meshed with the reverse gear driving gear 4921, and the reverse gear idler 4922 is meshed with the reverse gear driven gear 4923.
As a preferred embodiment of the present invention, the first gear set 47 includes a second gear set 471, a fourth gear set 472 and a fourth shifting element 473, the second gear set 471 includes a second gear driving gear 4711 and a second gear driven gear 4712, the fourth gear set 472 includes a fourth gear driving gear 4721 and a fourth gear driven gear 4722, the second gear driving gear 4711 and the fourth gear driving gear 4721 are fixed on the first input shaft 41, the second gear driven gear 4712 and the fourth gear driven gear 4722 are freely sleeved on the intermediate shaft 44 and selectively communicated with the intermediate shaft 44 through the fourth shifting element 473.
As a preferred embodiment of the present invention, the second gear set 48 includes a third gear set 481, a fifth gear set 482, a highest gear set 483 and a fifth shift element 484, the third gear set 481 includes a third gear driving gear 4811 and a third gear driven gear 4812, the fifth gear set 482 includes a fifth gear driving gear 4821 and a fifth gear driven gear 4822, the highest gear set 483 includes a highest gear driving gear 4831 and a highest gear driven gear 4832, the third gear driving gear 4811 and the fifth gear driving gear 4821 are fixedly connected to the second input shaft 42, the third gear driven gear 4812 and the fifth gear driven gear 4822 are idly fitted over the intermediate shaft 44 and selectively communicated with the intermediate shaft 44 through the fifth shift element 484, the highest gear driving gear 4831 is idly fitted over the third input shaft 43 and selectively communicated with the third input shaft 43 through the second shift element 52, the highest driven gear 4832 is fixed to the intermediate shaft 44.
In a preferred embodiment of the present invention, the engine 1 is connected to the third input shaft 43 through a main clutch.
In a preferred embodiment of the present invention, the first motor 2, the second motor 3 and the engine 1 are coaxially arranged, and are located between the engine 1 and the transmission mechanism 4, and the first input shaft 41, the second input shaft 42, the third input shaft 43 and the output shaft 45 are coaxially arranged.
As a preferred embodiment of the present invention, the device further comprises a shift hub 7, and the shift hub 7 comprises a first slide way 71, a second slide way 72 and a third slide way 73, which are respectively used for moving the corresponding shift fork so as to drive the fourth shift element 473, the first shift element 51 and the fifth shift element 484 to axially move.
As a preferred embodiment of the present invention, the shift hub 7 further includes a first limit block 74, a second limit block 75, a third limit block 76, a fourth limit block 77, and a fifth limit block 78, the first limit block 74 is disposed on the first slideway 71, the second limit block 75, the third limit block 76, and the fourth limit block 77 are disposed on the second slideway 72, the fifth limit block 78 is disposed on the third slideway 73, and the first limit block 74, the second limit block 75, the third limit block 76, the fourth limit block 77, and the fifth limit block 78 are axially movable, so as to implement a skip gear-engaging operation of the vehicle under a condition of rapid acceleration or rapid deceleration.
In an embodiment of the present invention, as shown in fig. 1, a hybrid device includes: an engine 1; a first electric machine 2; a second motor 3; the speed change mechanism 4 comprises a first input shaft 41, a second input shaft 42, a third input shaft 43, an intermediate shaft 44, an output shaft 45 and a rear transmission gear set 46, wherein the first motor 2 is connected with the first input shaft 41, the second motor 3 is connected with the second input shaft 42, the engine 1 is connected with the third input shaft 43, and the intermediate shaft 44 is connected with the output shaft 45 through the rear transmission gear set 46; a first-gear set 47 disposed between the first input shaft 41 and the intermediate shaft 44, the first-gear set 47 including a second-gear set 471 and a fourth-gear set 472; a second-speed gear set 48 provided between the second input shaft 42 and the intermediate shaft 44, the second-speed gear set 48 including a third-speed gear set 481, a fifth-speed gear set 482 and a highest-speed gear set 483; a third speed gear set 49 disposed between the third input shaft 43 and the intermediate shaft 44, the third speed gear set 49 including at least a first speed gear set 491 and a reverse speed gear set 492.
The first motor, the second motor and the engine are respectively connected with the first input shaft, the second input shaft and the third input shaft, the first gear shifting element can selectively enable the first input shaft to be communicated with the second input shaft, the second gear shifting element can selectively enable the third input shaft to be communicated with the second input shaft or one of the highest gear sets, the second gear shifting element is used for engaging the highest gear when the vehicle runs at high speed, the second input shaft is separated from the third input shaft, the first motor and the second motor are not dragged by the engine, and the engine drives the vehicle independently, so that the hybrid power device with high energy efficiency is obtained.
As shown in fig. 1, the first shifting element 51 is a shifting synchronizer or a shifting sleeve, so that when the first input shaft 41 is connected with the second input shaft 42, the powers of the first electric machine 2 and the second electric machine 3 can be superimposed and output to corresponding gears, when a shifting or series operating mode is started, the first input shaft 41 is separated from the second input shaft 42, and the two electric machines are in different working states to meet the working requirements of different operating modes. The second shifting element 52 adopts a shifting synchronizer or a shifting gear sleeve, so that when the second input shaft 42 is connected with the third input shaft 43, the second motor 3 is mechanically connected with the engine 1, the second motor 3 can start the engine 1 or boost, or the engine 1 drives the second motor 3 to generate power, when the second shifting element 52 is in the highest gear, the second input shaft 42 is separated from the third input shaft 43, the second motor 3 is not dragged by the engine 1, the first motor 2 is not directly mechanically connected with the engine 1, and the two motors are not dragged by the engine 1.
As shown in fig. 1, the first input shaft 41, the second input shaft 42, the third input shaft 43 and the output shaft 45 are coaxially arranged, the first input shaft 41 is sleeved on the outer side of the second input shaft 42, and the second input shaft 42 is sleeved on the outer side of the third input shaft 43. I.e. the three input shafts are arranged coaxially, and the output shaft 45 is arranged coaxially, which is advantageous for arranging the first shifting element 51 and the second shifting element 52 such that the three input shafts are switched on or off at the right moment. The first motor 2 and the second motor 3 are disposed coaxially with the engine 1 and are located between the engine 1 and the transmission mechanism 4. The first motor 2 and the second motor 3 are medium-speed motors, and the rotating speed range of the motors is close to that of the engine 1, so that coaxial configuration is realized. The first motor 2 and the third motor 3 can also be connected with corresponding input shafts respectively after being decelerated by a first-stage gear by adopting high-speed motors, namely, the parallel shaft configuration is adopted.
As shown in fig. 1, the third gear gearset 49 also includes a third shift element 493. The third gear set 49 may also be provided with more gear sets to meet the requirements of different vehicle types for speed change, and is not limited thereto. The third input shaft 43 is connected to the engine 1, so that when limping home, the engine 1 directly drives the two gear gearsets, without power connection to the other input shafts, and without dragging the two electric machines.
Specifically, the first gear set 491 includes a first gear driving gear 4911 and a first gear driven gear 4912, the reverse gear set 492 includes a reverse driving gear 4921, a reverse idler gear 4922 and a reverse driven gear 4923, the first gear driving gear 4911 and the reverse driving gear 4921 are fixedly connected to the third input shaft 43, the first gear driven gear 4912 and the reverse driven gear 4923 are freely sleeved on the intermediate shaft 44 and selectively communicated with the intermediate shaft 44 through a third shifting element 493.
As shown in fig. 1, the first gear gearset 47 also includes a fourth shift element 473. The first gear set 47 may also be provided with more gear sets to meet the requirements of gear shifting of different vehicle types, and is not limited thereto.
Specifically, the second gear set 471 includes a second gear driving gear 4711 and a second gear driven gear 4712, the fourth gear set 472 includes a fourth gear driving gear 4721 and a fourth gear driven gear 4722, the second gear driving gear 4711 and the fourth gear driving gear 4721 are fixedly connected to the first input shaft 41, the second gear driven gear 4712 and the fourth gear driven gear 4722 are freely sleeved on the intermediate shaft 44 and selectively communicated with the intermediate shaft 44 through the fourth shift element 473.
As shown in fig. 1, the second gear gearset 48 also includes a fifth shift element 484. The second gear set 48 may also be provided with more gear sets to meet the requirements of different vehicle types for speed change, and is not limited to this.
Specifically, the third gear set 481 includes a third gear driving gear 4811 and a third gear driven gear 4812, the fifth gear set 482 includes a fifth gear driving gear 4821 and a fifth gear driven gear 4822, the highest gear set 483 includes a highest gear driving gear 4831 and a highest gear driven gear 4832, the third gear driving gear 4811 and the fifth gear driving gear 4821 are fixedly connected to the second input shaft 42, the third gear driven gear 4812 and the fifth gear driven gear 4822 are loosely sleeved on the intermediate shaft 44 and selectively communicated with the intermediate shaft 44 through a fifth shift element 484, the highest gear driving gear 4831 is loosely sleeved on the third input shaft 43 and selectively communicated with the third input shaft 43 through a second shift element 52, and the highest gear driven gear 4832 is fixedly connected to the intermediate shaft 44.
The fourth and fifth shift elements 473, 484 are shift synchronizers or shift sleeves. Other types of shift elements are possible and not limited thereto.
In the pure electric driving mode, the second gear shifting element 52 is in a neutral position, and the second input shaft 42 is in no power connection with the third input shaft 43, so that even if the engine 1 does not work, the clutch does not need to be separated, namely, the engine 1 is connected with the third input shaft 43 through the main clutch 6, and the clutch does not need to be separated specially in the pure electric driving mode, the normally closed main clutch 6 can meet the requirement of the pure electric driving mode, the problem of failure of elastic parts of the normally closed main clutch caused by long-term separation of the main clutch is not considered, and a normally open clutch is not particularly configured at the output end of the engine 1 for the pure electric driving mode.
In the hybrid power device shown in fig. 1, in the pure electric driving mode, the first shift element 51 connects the first input shaft 41 with the second input shaft 42, and the first electric machine 2 and the second electric machine 3 can jointly use the second gear and the fourth gear in the first gear set 47 and the third gear and the fifth gear in the second gear set 48, so that the two electric machines can be reasonably matched to meet the performance requirement of the vehicle in the pure electric driving.
Powershifting can be achieved by means of a two-motor cross shift, i.e. the first shift element 51 is disengaged, one motor is kept in the old gear to continue driving the vehicle, the other motor is engaged in the new gear and then drives the vehicle, the first shift element 51 is engaged after the motor engaged in the old gear is disengaged, and the two motors are engaged together to output power to drive the vehicle in the new gear. By operating the main clutch 6 in the disengaged state and the second shifting element 52 to connect the second input shaft 42 to the third input shaft 43, it is also possible to use the first gear and the reverse gear of the third gear gearset 49 to meet the power demand for climbing steep slopes.
Obviously, in the hybrid driving mode, power shifting can be realized in such a way. In the fifth gear, the first electric machine 2 and the second electric machine 3 can continue to drive the vehicle in the fifth gear, the second gear shifting element 52 is engaged in the highest gear, and after the engine 1 drives the vehicle, the first electric machine 2 and the second electric machine 3 can reduce the output power to reduce the speed until the vehicle is static, and then the vehicle is in a standby state of neither being powered nor generating electricity.
When the pure electric driving mode is switched to the hybrid driving mode, when the two motors are in the second gear or the fourth gear, the first gear shifting element 51 is separated, the first motor 2 continues to drive the vehicle, the second motor 3 decelerates, the main clutch 6 is separated, the second gear shifting element 52 enables the second input shaft 42 and the third input shaft 43 to be connected, when the rotating speed of the second motor 3 is reduced to a set rotating speed range, the main clutch 6 is gradually connected, and the second motor 3 is switched to the electric mode to start the engine 1. When two motors are in third gear, the engine 1 can be started as described before after first being raised to fourth gear, when two motors are in fifth gear, if the vehicle speed is lower and the fourth gear can be shifted, the engine 1 can be started as described before after being lowered to fourth gear, if the vehicle speed is slightly higher, the main clutch 6 is firstly disengaged, then the second gear shifting element 52 is engaged to the highest gear, the two motors continue to drive the vehicle, wherein part of the kinetic energy of the vehicle is transmitted back to the third input shaft 43, and the engine 1 is started by gradually engaging the main clutch 6.
When the series working condition starts, the first gear shifting element 51 is separated, the second gear shifting element 52 is engaged, the power of the first motor 2 is transmitted to the intermediate shaft 44 through the second gear set 471 and then transmitted to the output shaft 45 through the rear transmission gear set 46 to drive the vehicle, and the engine 1 drives the second motor 3 to generate power to supply power to the first motor or charge a battery pack.
During steep uphill grade, the engine 1 is in first gear to drive the vehicle, the second gear shifting element 52 is engaged to the second electric machine 3 to also provide power output to the third input shaft 43, and if the first gear shifting element 51 is engaged again to make the first input shaft 41 and the second input shaft 42 communicated, the first electric machine 2 can also provide power output to the third input shaft 43.
When the vehicle is driven to move home limp home, the first shifting element 51 and the second shifting element 52 are separated, the engine 1 is used for driving the vehicle to move forward or reverse in a first gear or a reverse gear, the vehicle is driven to a destination at a low speed, and the two motors are not dragged any more, so that high-voltage electric components cannot be further damaged. The operation of the trailer can be carried out as well, and the detailed description is omitted.
The hybrid power device has the advantages that two motors can be separated from the engine when in the highest gear, six forward gears and one reverse gear are realized by adopting five gear shifting elements, a conventional main clutch can be adopted, a long-time pure electric driving mode is realized on the premise that the main clutch is not separated, and the better comprehensive performance is obtained.
The hybrid drive has a total of five shift elements, which can be assigned corresponding shift devices according to one of the operating principles. In the pure electric driving mode, the main clutch 6 is not separated, and the available gears of the first motor 2 and the second motor 3 are limited to two gears to five gears; in the hybrid driving mode, the engine 1 drives the vehicle alone at the highest gear, i.e., the first electric machine 2 and the second electric machine 3 are both disengaged and turned into a standby state.
Fig. 2 is a schematic diagram of a ramp of a shift hub of the shift device of the hybrid power device of fig. 1. A shifting device including a first shifting mechanism (not shown) and a second shifting mechanism working in cooperation with each other, wherein the first shifting mechanism is implemented by a gear selecting mechanism for operating the second shifting element 52 and the third shifting element 493 to select one of a first gear, a reverse gear, a gear in which the second input shaft 42 is engaged with the third input shaft 43, and a highest gear; the second shifting mechanism is realized with the shift hub 7 for actuating the first, fourth and fifth shifting elements 51, 473 and 484 to realize the engagement of the first input shaft 41 with the second input shaft 42, the second, third, fourth and fifth gears.
The shift hub 7 of the second shift mechanism is provided with a first slide 71, a second slide 72 and a third slide 73 for moving a corresponding shift fork (not shown) to axially displace the fourth, first and fifth shift elements 473, 51, 484.
The first, second and third ramps 71, 72, 73 are arranged to: with an initial zero position corresponding to a rotational angle of 0 degrees, the first, fourth and fifth shift elements 51, 473, 484 are all in neutral; as the rotational angle of the shift hub 7 increases, the fourth shift element 473 shifts into two, after the fourth shift element 473 shifts into two, the first shift element 51 shifts into gear so that the first input shaft 41 is connected to the second input shaft 42, and the fifth shift element 484 remains in neutral; as the rotational angle of the shift hub 7 continues to increase, the first shift element 51 is shifted neutral such that the first input shaft 41 is disengaged from the second input shaft 42, the fourth shift element 473 remains in second gear, and the fifth shift element 484 is shifted third gear; as the rotational angle of the shift hub 7 continues to increase, after the fifth shift element 484 engages third gear, the fourth shift element 473 engages neutral, and the first shift element 51 engages gear to shift the first input shaft 41 into engagement with the second input shaft 42; the rotational angle of the shift hub 7 continues to increase, the first shift element 51 is shifted neutral so that the first input shaft 41 is disengaged from the second input shaft 42, the fifth shift element 484 remains shifted in third gear, and the fourth shift element 473 is shifted in fourth gear; as the rotational angle of the shift hub 7 continues to increase, after the fourth shift element 473 engages fourth gear, the fifth shift element 484 engages neutral, and the first shift element 51 engages gear to shift the first input shaft 41 to the second input shaft 42; the rotational angle of the shift hub 7 is further increased, the first shift element 51 is in neutral so that the first input shaft 41 is disengaged from the second input shaft 42, the fourth shift element 473 keeps the fourth gear engaged, and the fifth shift element 484 is in fifth gear; the rotational angle of the shift hub 7 continues to increase, and after the fifth shift element 484 engages fifth gear, the fourth shift element 473 engages neutral, and the first shift element 51 engages gear to shift the first input shaft 41 to the second input shaft 42; the rotational angle of the shift hub 7 is further increased, the first shift element 51 is engaged in neutral so that the first input shaft 41 is disengaged from the second input shaft 42, the fifth shift element 484 keeps engaged in fifth gear, and the fourth shift element 473 keeps engaged in neutral; the rotational angle of the shift hub 7 is further increased, the fifth shift element 484 is in neutral, and the first shift element 51 and the fourth shift element 473 remain in neutral.
When the vehicle is limped home, the gear shifting hub 7 works at an initial zero position, the first input shaft 41 is separated from the second input shaft 42, as long as the gear selecting and shifting mechanism does not enable the second input shaft 42 to be communicated with the third input shaft 43, the first motor 2, the second motor 3 and the engine 1 which do not work are not in mechanical connection and cannot be dragged, the gear selecting and shifting mechanism is connected with a first gear or a reverse gear, and the engine 1 drives the vehicle to advance at a low speed or reverse at a low speed independently. When the vehicle is limped home, the gear selecting and shifting mechanism mainly achieves first gear engagement and reverse gear engagement, and the second input shaft 42 is not connected with the third input shaft 43. When the vehicle is towed, the gear shifting hub 7 also works at a working zero position, and the gear shifting mechanism is shifted to a neutral position, so that the vehicle can be towed without the need of lifting off the ground.
When the pure electric driving mode is adopted, the first motor 2 and the second motor 3 can be used for shifting gears in a crossed mode, power shifting can be achieved, and at the moment, the gear selecting and shifting mechanism only needs to be in neutral gear.
When the pure electric driving mode is changed into the hybrid driving mode in the driving process, the gear selecting and shifting mechanism needs to be shifted to enable the second input shaft 42 and the third input shaft 43 to be communicated, so that the second motor 3 is used for starting the engine 1, or the gear selecting and shifting mechanism is shifted to the highest gear, and the kinetic energy of the vehicle is used for dragging the engine 1 to be started.
Specifically, when the transmission mechanism 4 is engaged in the second or fourth gear, the first electric machine 2 can continue to drive the vehicle with output power, the shift hub 7 rotates so that the first shift element 51 is engaged in neutral, the second electric machine 3 decelerates, the main clutch 6 is disengaged, the gear selection and shift mechanism is engaged so that the second input shaft 42 is connected to the third input shaft 43, the main clutch 6 is gradually engaged, and the second electric machine 3 starts the engine 1. When the transmission mechanism 4 is engaged in the third or fifth gear, the shift hub 7 rotates so that the transmission mechanism 4 downshifts, so that the engine 1 can be started in the manner described above. When the speed change mechanism 4 is in the fifth gear and the vehicle speed is high, and the two motors output power together to drive the vehicle, the gear selecting and shifting mechanism can also be in the highest gear, and the main clutch 6 is gradually engaged, so that the kinetic energy of the vehicle is utilized to drag the engine 1 to start.
When the series working condition starts, the gear selecting and shifting mechanism enables the second gear shifting element 52 to be in gear to connect the second input shaft 42 and the third input shaft 43, the engine 1 drives the second motor 3 to generate power to supply power to the first motor 2 or charge an electric storage device, the gear shifting hub 7 works in the second gear, the first input shaft 41 is not connected with the second input shaft 42, and the first motor 2 is in the second gear to output power to drive the vehicle.
In the hybrid driving mode, when the fifth gear is shifted to the highest gear, the shifting hub 7 is kept at the fifth gear position, and the two motors output power to drive the vehicle, so that power interruption is avoided. The gear selection and shift mechanism causes the second shift element 52 to engage the highest gear, and the engine 1 starts to drive the vehicle after engaging the gear, at this time, the shift hub 7 rotates to cause the first shift element 51 to engage the neutral gear, and then the fifth shift element 484 engages the neutral gear, and both the first electric machine 2 and the second electric machine 3 shift into the standby state.
Fig. 3 is another schematic diagram of a slide way of a shift hub of the shift device of the hybrid power device shown in fig. 1, and on the basis of the slide way of the shift hub shown in fig. 2, a first limit block 74 which is arranged on a first slide way 71 and can move axially, a second limit block 75, a third limit block 76 and a fourth limit block 77 which are arranged on a second slide way 72, and a fifth limit block 78 which is arranged on a third slide way 73 are provided for realizing the jumping and gear engagement of a vehicle under the working condition of rapid acceleration or rapid deceleration.
As with the shift hub ramps shown in fig. 3, the first ramp 71, second ramp 72 and third ramp 73 are arranged to: with an initial zero position corresponding to a rotational angle of 0 degrees, the first, fourth and fifth shift elements 51, 473, 484 are all in neutral; as the rotational angle of the shift hub 7 increases, the fourth shift element 473 shifts into second gear; when the fourth shift element 473 is shifted to the second gear, if a rapid upshift is required, the second stopper 75, the third stopper 76, the fourth stopper 77, and the fifth stopper 78 are optionally moved to the left side in the axial direction, and the moved positions are as shown in fig. 4, at this time, along with the rotation of the shift hub 7, both the first shift element 51 and the fifth shift element 484 are shifted to the neutral position, and the fourth shift element 473 is shifted to the fourth gear; when the fourth shifting element 473 is in the second gear, if a rapid upshift is required, the second stopper 75, the third stopper 76, the fourth stopper 77, and the fifth stopper 78 are optionally moved axially to the left, the first stopper 74 is moved axially to the right, and the moved positions are as shown in fig. 5, at this time, as the shift hub 7 rotates, the first shifting element 51 and the fourth shifting element 473 are both in neutral, and the fifth shifting element 484 is in 5 gear; when the fourth shift element 473 is in second gear, if there is no need for a rapid upshift, the first shift element 51 is engaged after the fourth shift element 473 is in second gear so that the first input shaft 41 is connected to the second input shaft 42, and the fifth shift element 484 is kept in neutral; as the rotational angle of the shift hub 7 continues to increase, the first shift element 51 is shifted neutral such that the first input shaft 41 is disengaged from the second input shaft 42, the fourth shift element 473 remains in second gear, and the fifth shift element 484 is shifted third gear; as the rotational angle of the shift hub 7 continues to increase, after the fifth shift element 484 is engaged in third gear, the fourth shift element 473 is shifted to neutral, and if the vehicle is in need of a rapid upshift, the first stopper 74 is selectively moved axially to the right, and the fourth stopper 77 is moved axially to the left, and the positions after the movement are schematically shown in fig. 6, and as the rotational angle of the shift hub 7 continues to increase, the first shift element 51 and the fourth shift element 473 are both shifted to neutral, and the fifth shift element 484 is shifted to fifth gear. When the vehicle runs in fourth gear or fifth gear, the vehicle has the requirement of kick-down, and the vehicle can also realize the continuous running from quick kick-down to second gear or third gear through the corresponding axial movement of the limited block shown in fig. 4, fig. 5 or fig. 6. The axial movement of the first limiting block 74, the second limiting block 75, the third limiting block 76, the fourth limiting block 77 and the fifth limiting block 78 can be controlled by corresponding actions of the 5 electromagnetic valves, so that each limiting block can be guaranteed to have an independent axis movement function without being interfered by actions of other limiting blocks, and corresponding axial actions of each limiting block under different gear jumping requirements can be met.
In addition, the first shifting mechanism can also be implemented with a shifting hub having two ramps corresponding to the second and third shifting elements 52, 493, as long as the ramps are arranged such that only one gear is engaged at a time.
The shift hubs of the first and second shift mechanisms each have a separate drive (not shown) to enable separate shifting actions, so that when the vehicle is traveling in second or third gear, if a rapid upshift is required, the shift hub 7 of the second shift element is rotated to engage the first, fourth and fifth shift elements 51, 473 and 484 in neutral, and the shift hub (not shown) of the first shift mechanism is rotated to engage the third shift element 493 in neutral and the second shift element 52 in top, so as to achieve a skip demand from second to top or from third to top.
In addition, the first shifting mechanism can also be implemented with a shifting hub having two ramps corresponding to the second and third shifting elements 52, 493, as long as the ramps are arranged such that only one gear is engaged at a time.
The hybrid power device comprises a first motor, a second motor and an engine, wherein the first motor, the second motor and the engine are respectively connected with a first input shaft, a second input shaft and a third input shaft, a first gear shifting element can selectively enable the first input shaft to be communicated with the second input shaft, a second gear shifting element can selectively enable the third input shaft to be communicated with the second input shaft or one of a highest gear set, the second gear shifting element is in a highest gear engagement mode when a vehicle runs at a high speed, the second input shaft is separated from the third input shaft, the first motor and the second motor are not dragged by the engine, and the engine independently drives the vehicle, so that the hybrid power device with high energy efficiency is obtained.
In this specification, the invention has been described with reference to specific embodiments thereof. It will, however, be evident that various modifications and changes may be made thereto without departing from the broader spirit and scope of the invention. The specification and drawings are, accordingly, to be regarded in an illustrative rather than a restrictive sense.
Claims (11)
1. The hybrid power device is characterized by comprising an engine (1), a first motor (2), a second motor (3) and a speed change mechanism (4), wherein the speed change mechanism (4) comprises a first input shaft (41), a second input shaft (42) and a third input shaft (43), the first motor (2) is connected with the first input shaft (41), the second motor (3) is connected with the second input shaft (42), and the engine (1) is connected with the third input shaft (43).
2. Hybrid power unit according to claim 1, characterized in that the gear change mechanism (4) further comprises an intermediate shaft (44), an output shaft (45), a rear drive gear set (46), a first gear set (47), a second gear set (48), and a third gear set (49), the intermediate shaft (44) being connected to the output shaft (45) via the rear drive gear set (46), the first gear set (47) being arranged between the first input shaft (41) and the intermediate shaft (44), the second gear set (48) being arranged between the second input shaft (42) and the intermediate shaft (44), and the third gear set (49) being arranged between the third input shaft (43) and the intermediate shaft (44).
3. A hybrid power plant according to claim 2, characterized in that said plant further comprises a first shift element (51) and a second shift element (52), said first shift element (51) and said second shift element (52) being both shift synchronizers or shift tooth sleeves, said first shift element (51) selectively engaging the first input shaft (41) with the second input shaft (42), said second shift element (52) selectively engaging the third input shaft (43) with one of the second input shaft (42) or the top gear set (483).
4. A hybrid power plant according to claim 3, wherein the third gear set (49) comprises a first gear set (491), a reverse gear set (492), and a third shift element (493), the first gear set (491) comprises a first gear driving gear (4911) and a first gear driven gear (4912), the reverse gear set (492) comprises a reverse driving gear (4921), a reverse idler gear (4922), and a reverse driven gear (4923), the first gear driving gear (4911) and the reverse driving gear (4921) are fixed to the third input shaft (43), the first gear driven gear (4912) and the reverse driven gear (4923) are freely sleeved on the intermediate shaft (44) and selectively connected with the intermediate shaft (44) through the third shift element (493), the reverse idler gear (4922) is engaged with the reverse driving gear (4921), and the reverse idler gear (4922) is meshed with the reverse driven gear (4923).
5. The hybrid device according to claim 4, wherein the first gear set (47) comprises a second gear set (471), a fourth gear set (472) and a fourth shift element (473), the second gear set (471) comprises a second driving gear (4711) and a second driven gear (4712), the fourth gear set (472) comprises a fourth driving gear (4721) and a fourth driven gear (4722), the second driving gear (4711) and the fourth driving gear (4721) are fixedly connected to the first input shaft (41), the second driven gear (4712) and the fourth driven gear (4722) are freely sleeved on the intermediate shaft (44) and selectively communicated with the intermediate shaft (44) through the fourth shift element (473).
6. The hybrid power plant as claimed in claim 5, wherein the second gear set (48) includes a third gear set (481), a fifth gear set (482), a highest gear set (483) and a fifth shift element (484), the third gear set (481) includes a third gear driving gear (4811) and a third gear driven gear (4812), the fifth gear set (482) includes a fifth gear driving gear (4821) and a fifth gear driven gear (4822), the highest gear set (483) includes a highest gear driving gear (4831) and a highest gear driven gear (4832), the third gear driving gear (4811) and the fifth gear driving gear (4821) are fixed to the second input shaft (42), the third gear driven gear (4812) and the fifth gear driven gear (4822) are idly fitted over the intermediate shaft (44) and selectively connectable to the intermediate shaft (44) through the fifth shift element (484), the highest gear driving gear (4831) is freely sleeved on the third input shaft (43) and is selectively communicated with the third input shaft (43) through a second gear shifting element (52), and the highest gear driven gear (4832) is fixedly connected on the intermediate shaft (44).
7. Hybrid device according to claim 6, characterized in that said device further comprises a shifting hub (7), said shifting hub (7) comprising a first slide (71), a second slide (72) and a third slide (73) arranged for moving the respective shift forks to bring the fourth (473), the first (51) and the fifth (484) shift elements axially.
8. The hybrid power device according to claim 7, wherein the gear shifting hub (7) further comprises a first limiting block (74), a second limiting block (75), a third limiting block (76), a fourth limiting block (77) and a fifth limiting block (78), the first limiting block (74) is arranged on the first slideway (71), the second limiting block (75), the third limiting block (76) and the fourth limiting block (77) are all arranged on the second slideway (72), the fifth limiting block (78) is arranged on the third slideway (73), and the first limiting block (74), the second limiting block (75), the third limiting block (76), the fourth limiting block (77) and the fifth limiting block (78) can axially move and are used for realizing gear shifting of the vehicle under the working condition of rapid acceleration or rapid deceleration.
9. Hybrid according to claim 1, characterized in that the engine (1) is connected to the third input shaft (43) by means of a main clutch.
10. The hybrid power device according to claim 1, wherein the first input shaft (41), the second input shaft (42), the third input shaft (43) and the output shaft (45) are coaxially arranged, and the first input shaft (41) is sleeved on the outer side of the second input shaft (42), and the second input shaft (42) is sleeved on the outer side of the third input shaft (43).
11. A hybrid according to claim 10, wherein said first electric machine (2), said second electric machine (3) and said engine (1) are coaxially arranged and located between said engine (1) and said transmission mechanism (4), and said first input shaft (41), said second input shaft (42), said third input shaft (43) and said output shaft (45) are coaxially arranged.
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN115465083A (en) * | 2022-07-28 | 2022-12-13 | 湖南行必达网联科技有限公司 | Dual-motor hybrid power transmission system and working machine |
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