CN106828072B - Passenger car two-mode hybrid transmission - Google Patents

Abstract

The invention belongs to the technical field of hybrid electric vehicles, and particularly relates to a hybrid power transmission device. A dual-mode hybrid power transmission device for a passenger vehicle, comprising: an engine input shaft (1), a torsional vibration damper (2), a first gear (3), a CR-CR planetary mechanism, and a CR-CR planetary mechanism output gear ( 4), the input shaft (5) downstream of the torsional damper (2), the output shaft (6), the second gear (7), the third gear (8), the differential (9), the housing (10) , the first motor (E1), the second motor (E2), the second motor shaft (11), the output gear (13), the fourth gear (14), the clutch mechanism, and the one-way clutch (18); the present invention can reduce The axial size of the transmission device is small, the torque and power requirements of the motor are reduced, and the transmission efficiency is high. Under the pure electric condition, the power of the first motor and the second motor can be used to drive the vehicle at the same time.

Description

Passenger car two-mode hybrid transmission

technical field

The invention belongs to the technical field of hybrid electric vehicles, and particularly relates to a hybrid power transmission device.

Background technique

Hybrid power transmission is the focus of research and development of various manufacturers in the national new energy vehicle strategy. Major automobile companies are actively developing hybrid power transmission. Among them, the power split form of deep hybrid power transmission has more obvious energy-saving effect and is the most efficient. The representative product is Toyota's THS. THS adopts the form of single-mode split-speed torque power split (output split) with single planetary row, and the structure is simple, but the required motor torque and power are relatively large, and the motor speed requirements are relatively high. When in the high-speed hybrid working condition, when the speed ratio of the transmission device is greater than the mechanical point speed ratio, the power cycle of the planetary row occurs, which affects the transmission efficiency.

Geely's EP2472144B1 has announced a single-mode hybrid transmission, which uses a Ravina-type planetary mechanism to form a compound split. Compared with Toyota's THS, the motor power and torque requirements are reduced. However, under low-speed hybrid power conditions, there will still be a power cycle, which affects the transmission efficiency.

GM has developed a dual-mode vertical hybrid drive system with three planetary rows, which adopts the form of dual-mode split-speed torque and split-speed power split (output split, compound split) to reduce motor power and torque. The two modes are suitable for low-speed and high-speed conditions, respectively, and each mode has no power cycle, which improves transmission efficiency. US005931757A, announced 3 planetary dual-mode hybrid transmissions with only 1 fixed gear. US2005/0137042 A1 also announced 3 planetary row dual-mode hybrid transmissions, which can achieve 4 fixed gears through mode switching elements such as clutches and brakes. GM has also developed a two-planetary dual-mode horizontal hybrid power transmission system, which adopts a double-planetary layout, which shortens the axial length compared with the three-planetary, which is convenient for the engine to be horizontally arranged. However, the GM dual-mode hybrid transmission adopts the coaxial arrangement of the motor and the planetary mechanism, and the axial size is large.

SUMMARY OF THE INVENTION

The purpose of the present invention is to provide a hybrid power transmission device with high transmission efficiency, short axial dimension, flexible motor arrangement and suitable for transverse engine arrangement.

The technical scheme of the present invention is: a dual-mode hybrid power transmission device for a passenger vehicle, which comprises: an engine input shaft, a torsional vibration damper, a first gear, a CR-CR planetary mechanism, an output gear of the CR-CR planetary mechanism, a torsion Input shaft downstream of the shock absorber, output shaft, second gear, third gear, differential, housing, first motor, second motor, second motor shaft, output gear, fourth gear, clutch mechanism, single to the clutch;

The power from the engine is transmitted to the input shaft downstream of the torsional shock absorber through the engine input shaft and the torsional shock absorber, and the input shaft downstream of the torsional shock absorber is provided with a one-way clutch for preventing the engine from reversing;

The CR-CR planetary mechanism includes: the first planetary row and the second planetary row; the first planetary row sun gear and the first gear are fixedly connected, the first planetary row ring gear and the second planetary row The planet carrier and the CR-CR planetary mechanism The output gear is fixedly connected, and the planet carrier of the first planetary row is fixedly connected with the ring gear of the second planetary row; the ring gear of the second planetary row is connected to the input shaft downstream of the torsional shock absorber through the one-way clutch;

The stators of the first motor and the second motor are both fixedly connected to the housing, the rotor of the first motor is connected to the sun gear of the second planetary row in the CR-CR planetary mechanism through the motor shaft; the rotor of the second motor is connected to the second motor shaft and the sun gear. the third gear connection;

The fourth gear arranged on the output shaft meshes with the output gear of the CR-CR planetary mechanism; the engagement and separation of the fourth gear and the output shaft are controlled by the clutch mechanism;

The second gear arranged on the output shaft meshes with the third gear and the first gear respectively; the engagement and separation of the second gear and the output shaft are controlled by the clutch mechanism;

The output gear on the output shaft meshes with the reduction gear of the differential, which outputs power to the wheels on both sides.

Beneficial effects: In the present invention, the first motor and the second motor are not arranged coaxially, which can reduce the axial dimension of the transmission device. Through the fixed-axis gear, on the one hand, the deceleration and torque increase of the second motor is realized, and on the other hand, the flexible arrangement of the second motor is realized. The CR-CR planetary mechanism is used for power splitting, and the clutch mechanism can be used to achieve dual modes, which can reduce the torque and power requirements of the motor; the first mode is suitable for vehicle starting and low-speed driving, and the second mode is suitable for high-speed conditions. The two modes can achieve a wide transmission ratio range and high transmission efficiency.

Two switching clutches and brakes can achieve two mechanical gears, one for low-speed heavy-duty conditions, reducing the torque requirement of the second motor; the other for high-speed cruising conditions, the engine is directly driven, reducing one Energy conversion, high transmission efficiency.

A one-way clutch is provided to prevent the reverse rotation of the engine under pure electric conditions, and the power of the first motor E1 and the second motor E2 can be used to drive the vehicle at the same time.

Description of drawings

1 is a schematic structural diagram of Embodiment 1 of the present invention;

2 is a schematic structural diagram of Embodiment 2 of the present invention;

FIG. 3 is a schematic structural diagram of Embodiment 3 of the present invention.

Detailed ways

The present invention will be described in detail below with reference to the accompanying drawings and embodiments.

Embodiment 1: Referring to FIG. 1, a dual-mode hybrid power transmission device for a passenger car includes: an engine input shaft 1, a torsional vibration damper 2, a first gear 3, a CR-CR planetary mechanism, and a CR-CR planetary Mechanism output gear 4, input shaft 5 downstream of torsional damper 2, output shaft 6, second gear 7, third gear 8, differential 9, housing 10, first motor E1, second motor E2, Two motor shafts 11, output gear 13, fourth gear 14, brake 15, first clutch 16, second clutch 17, one-way clutch 18;

The power from the engine is transmitted to the input shaft 5 downstream of the torsional vibration damper 2 through the engine input shaft 1 and the torsional vibration damper 2. The input shaft 5 downstream of the torsional vibration damper 2 is provided with a one-way clutch 18, in which the one-way clutch 18 is provided. The clutch 18 is used to prevent the reverse rotation of the engine;

The CR-CR planetary mechanism includes: the first planetary row P1 and the second planetary row P2; the first planetary row P1 sun gear and the first gear 3 are fixedly connected, the first planetary row P1 ring gear and the second planetary row P2 planet carrier And the output gear 4 of the CR-CR planetary mechanism is fixedly connected, the planet carrier of the first planetary row P1 is fixedly connected with the ring gear of the second planetary row P2; the ring gear of the second planetary row P2 is connected to the input shaft downstream of the torsional damper 2 5-phase connection;

The first motor E1 and the second motor E2 are not arranged coaxially, the stators of the two motors are fixedly connected to the housing 10, and the rotor of the first motor E1 is connected to the sun of the second planetary row P2 in the CR-CR planetary mechanism through the motor shaft. wheel; the rotor 12 of the second motor E2 is connected with the third gear 8 through the second motor shaft 11, and a brake 15 is provided on the second motor shaft 11;

The first clutch 16, the fourth gear 14, the second clutch 17 and the second gear 7 are all arranged on the output shaft 6;

The passive end of the first clutch 16 is connected with the fourth gear 14, and the fourth gear 14 meshes with the output gear 4 of the CR-CR planetary mechanism; when the first clutch 16 is engaged, the fourth gear 14 is fixedly connected with the output shaft 6, and the The power is transmitted to the output shaft 6;

The passive end of the second clutch 17 is connected with the second gear 7, and the second gear 7 meshes with the third gear 8 and the first gear 3; when the second clutch 17 is engaged, the second gear 7 is fixedly connected with the output shaft 6, The power of the third gear 8 and the first gear 3 is transmitted to the output shaft 6 after being merged by the second gear 7;

The output gear 13 on the output shaft 6 meshes with the reduction gear of the differential 9, and the differential 9 outputs power to the wheels on both sides.

The dual-mode hybrid drive is realized by using a CR-CR planetary mechanism for power splitting. By configuring the output shaft 6 and the second motor shaft 11, the first motor E1 and the second motor E2 are not arranged coaxially, and the axial dimension of the transmission device is reduced.

To start, the pure electric starting mode is adopted, the first clutch 16 is disengaged, the second clutch 17 is engaged, and the second motor E2 drives the vehicle. When the pure electric vehicle speed is high or the power of the second motor E2 is insufficient, the first motor E1 participates. At this time, the one-way clutch 18 prevents the engine from reversing, and the two motors jointly drive the vehicle.

The first mode is a power splitting mode in the form of a split-speed sink. After the engine passes through the torsional shock absorber 2, the power is divided into two paths, one of which is input to the planet carrier of the first planetary row P1 and the ring gear of the second planetary row P2 of the CR-CR planetary structure; the other power is passed through the second planetary row P2 sun It is the turn of the first motor E1. At this time, the first motor E1 is working in the generator condition, and the engine power of this path is converted into electric power and transmitted to the second motor E2. The second motor E2 works in the motor condition. Since the second clutch 17 is engaged and the first clutch 16 is disengaged at this time, the power of the second motor E2 passes through the third gear 8, and passes through the first planetary row P1 sun gear and the first gear. The power of 3 is transmitted to the output shaft 6 after the second gear 7 converges, and finally transmitted to the differential 9 through the output gear 13 . This mode is suitable for starting and low-speed driving of the vehicle, and the form of power splitting is the same as that of Toyota's THS.

The second mode is a split-speed power split mode. After the engine power passes through the torsional shock absorber 2, the power is divided into two paths. One path directly passes through the planet carrier of the second planetary row P2 and the ring gear of the first planetary row P1; The gear 3, the second gear 7, the third gear 8, the second motor E2, and the first motor E1 are transmitted to the sun gear of the second planetary row P2. In this mode, the second motor E2 works in the engine mode, the first motor E1 works in the motor mode, and the electric power is transmitted from the second motor E2 to the first motor E1. This mode is suitable for the medium and high speed working conditions of the vehicle, with high transmission efficiency, and the power splitting form is the same as the second mode of GM's two-mode hybrid power transmission system.

The transmission device can realize two mechanical gears, the first mechanical gear is at the switching point of the first mode and the second mode, and the first clutch 16 and the second clutch 17 are engaged at the same time; this mechanical gear can cope with heavy loads at low speeds Under the working conditions, the torque requirement of the second electric machine E2 is reduced, and the second electric machine E2 can generate high power. The second mechanical gear engages the brake 15 when the speed of the second motor E2 is zero; at this time, the transmission ratio of the CR-CR planetary structure is less than 1, which is a speed-increasing condition, used for high-speed cruising conditions, and the engine is directly driven The vehicle has high transmission efficiency.

In reverse gear, the second clutch 17 is engaged, the first clutch 16 is disengaged, and the second motor E2 is used to reverse the direction to complete the low-speed reversing.

The one-way clutch 18 can be set according to the requirements of the whole vehicle to prevent the engine from reversing. In the pure electric condition, the first motor E1 can be reversed or the second motor E2 can be used to rotate forward to realize the pure electric condition. The engine input shaft 1 is braked to the clutch 18 . If the power transmission system is configured in a plug-in hybrid vehicle, the first motor E1 and the second motor E2 can be used to drive the vehicle at the same time, thereby increasing the electric drive power.

Braking energy recovery, in the first mode, the second motor E2 can be directly used for braking energy recovery; in the second mode, the torque coordination control of the first motor E1 and the second motor E2 can be used to complete the braking energy recovery .

The following table is the manipulation logic of this embodiment:

In the above table, C1 represents the second clutch 17 , C2 represents the first clutch 16 , and B1 represents the brake 15 .

Embodiment 2: Referring to FIG. 2, a dual-mode hybrid power transmission device for a passenger car includes the engine input shaft 1 as described in Embodiment 1, a torsional damper 2, a first gear 3, and a CR-CR planet Mechanism, CR-CR planetary mechanism output gear 4, input shaft 5 downstream of torsional damper 2, output shaft 6, second gear 7, third gear 8, differential 9, housing 10, first motor E1, The second motor E2, the second motor shaft 11, the output gear 13, the fourth gear 14, the one-way clutch 18, and the connection structure of these components; compared with the first embodiment, the brake 15 and the second clutch 17 are eliminated in this embodiment. and the first clutch 16 is replaced with a synchronizer 19;

The left end of the synchronizer 19 is connected with the fourth gear 14, and the right end is connected with the second gear 7; when the synchronizer 19 is meshed to the right, the second gear 7 is fixedly connected with the output shaft 6, and the power of the third gear 8 and the first gear 3 After being merged by the second gear 7, it is transmitted to the output shaft 6. The transmission device is in the power split mode of the split-speed and rectangular type. The first motor E1 is in the generator working state, and the second motor E2 is in the motor working state; the synchronizer 19 is meshed to the left When the fourth gear 14 is fixedly connected with the output shaft 6, the power is transmitted to the output shaft 6, and the transmission device is in the power split mode in the form of split-speed and combined-speed; the first motor E1 is in the motor working state, and the second motor E2 is in the generator. working status.

In this embodiment, the belt-discharge power loss of the wet clutch and brake can be reduced, and the electric actuator structure can be used to further improve the efficiency of the transmission device. There is no purely mechanical gear in this embodiment.

The following table is the manipulation logic of this embodiment:

In the above table, C1 represents the right engagement of the synchronizer 19, and C2 represents the left engagement of the synchronizer 19.

Embodiment 3: Referring to FIG. 3, a dual-mode hybrid power transmission device for a passenger car includes the engine input shaft 1 as described in Embodiment 1, a torsional vibration damper 2, a first gear 3, and a CR-CR planet Mechanism, CR-CR planetary mechanism output gear 4, input shaft 5 downstream of torsional damper 2, output shaft 6, second gear 7, differential 9, housing 10, first motor E1, second motor E2, The output gear 13, the fourth gear 14, the one-way clutch 18, and the connection structure of these components; compared with the first embodiment, the first motor E1 and the second motor E2 are arranged coaxially in this embodiment, and the brake B1 is eliminated;

The following table is the manipulation logic of this embodiment:

In the above table, C1 represents the second clutch 17 , and C2 represents the first clutch 16 . In conclusion, the above are only preferred embodiments of the present invention, and are not intended to limit the protection scope of the present invention. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims (3)

1. A dual-mode hybrid power transmission device for a passenger car, characterized in that it comprises: an engine input shaft (1), a torsional vibration damper (2), a first gear (3), a CR-CR planetary mechanism, a CR - CR planetary gear output gear (4), input shaft (5) downstream of the torsional damper (2), output shaft (6), second gear (7), third gear (8), differential (9) ), housing (10), first motor (E1), second motor (E2), second motor shaft (11), output gear (13), fourth gear (14), clutch mechanism, one-way clutch ( 18); The power from the engine is transmitted to the input shaft (5) downstream of the torsional vibration damper (2) through the engine input shaft (1) and the torsional vibration damper (2). (2) The downstream input shaft (5) is provided with the one-way clutch (18) for preventing the reverse rotation of the engine; The CR-CR planetary mechanism includes: a first planetary row (P1) and a second planetary row (P2); the first planetary row (P1) sun gear and the first gear (3) are fixedly connected, and the The ring gear of the first planetary row (P1) is fixedly connected with the planetary carrier of the second planetary row (P2) and the output gear (4) of the CR-CR planetary mechanism, and the planetary carrier of the first planetary row (P1) It is fixedly connected with the ring gear of the second planetary row (P2); the ring gear of the second planetary row (P2) is connected to the input downstream of the torsional damper (2) through the one-way clutch (18) The shaft (5) is connected; The stators of the first motor (E1) and the second motor (E2) are both fixedly connected to the housing (10), and the rotor of the first motor (E1) is connected to the CR-CR through a motor shaft The sun gear of the second planetary row (P2) in the planetary mechanism; the rotor (12) of the second motor (E2) is connected to the third gear (8) through the second motor shaft (11); The fourth gear (14) provided on the output shaft (6) meshes with the output gear (4) of the CR-CR planetary mechanism; the fourth gear (14) is controlled by the clutch mechanism to interact with the output gear (4) of the CR-CR planetary mechanism. Engagement and disengagement of the output shaft (6); The second gear (7) provided on the output shaft (6) meshes with the third gear (8) and the first gear (3) respectively; the second gear (7) is controlled by the clutch mechanism Engagement and disengagement of the gear (7) and the output shaft (6); The output gear (13) on the output shaft (6) meshes with the reduction gear of the differential (9), and the differential (9) outputs power to the wheels on both sides; The clutch mechanism comprises: a first clutch (16) and a second clutch (17) arranged on the output shaft (6); The passive end of the first clutch (16) is connected with the fourth gear (14), and when the first clutch (16) is engaged, the fourth gear (14) is connected with the output shaft (6) connected to transmit power to the output shaft (6); The passive end of the second clutch (17) is connected with the second gear (7), the second gear (7) is connected and fixed with the output shaft (6), and the third gear (8) The power of the first gear (3) is combined with the output shaft (6) through the second clutch (17). 2. A dual-mode hybrid power transmission device for a passenger vehicle as claimed in claim 1, characterized in that it further comprises a brake (15) arranged on the second motor shaft (11). 3. The dual-mode hybrid power transmission device for a passenger vehicle according to claim 1, wherein the clutch mechanism is a synchronizer (19); The left end of the synchronizer (19) is connected with the fourth gear (14), and the right end is connected with the second gear (7). 7) It is fixedly connected with the output shaft (6), and the power of the third gear (8) and the first gear (3) is transmitted to the output shaft ( 6); when the synchronizer (19) is in left meshing, the fourth gear (14) is fixedly connected to the output shaft (6) to transmit power to the output shaft (6).