CN113276658A - Two keep off bi-motor planet row power split drive system - Google Patents
Two keep off bi-motor planet row power split drive system Download PDFInfo
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- CN113276658A CN113276658A CN202110760347.6A CN202110760347A CN113276658A CN 113276658 A CN113276658 A CN 113276658A CN 202110760347 A CN202110760347 A CN 202110760347A CN 113276658 A CN113276658 A CN 113276658A
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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
- 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 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 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 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
- 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 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/24—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 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 combustion engines
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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
- 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 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
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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
- 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 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 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 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
- B60K6/365—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 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 with the gears having orbital motion
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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
- 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 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)
- Hybrid Electric Vehicles (AREA)
Abstract
The invention relates to the technical field of vehicle control, in particular to a two-gear double-motor planetary gear power split driving system which comprises a first motor, a second motor and an engine, wherein the first motor is connected with the engine through a power split device, and a gear ring output shaft of the power split device is respectively connected with the second motor or an output shaft through a gear shifting device; the second motor is connected with the parallel shaft speed reducing device and is output through the output shaft after two-stage speed reduction and torque increase; the first electric motor, the second electric motor, the engine, and the shifting device are connected to and controlled by the control device, respectively. The system improves the output torque and the vehicle dynamic property of the driving device under the low-speed working condition, eliminates the power interruption in the gear shifting process, reduces the idle running loss of a transmission system under the pure electric working condition, improves the transmission efficiency, reduces the speed ratio requirement of a rear axle, and can be matched with a more efficient and light-weighted rear axle with a small speed ratio.
Description
Technical Field
The invention relates to the technical field of vehicle control, in particular to a two-gear double-motor planetary row power split driving system.
Background
The double-motor planetary gear row power splitting technology couples the power of the engine and the power of the generator through the power splitting planetary gear row, and can realize continuous adjustment of output rotating speed, namely stepless speed change. And the motor is matched with a driving motor, so that the motor can be driven by pure electricity when the vehicle runs at a low speed, the exhaust emission of the engine running at the low speed is reduced, and the engine is prevented from working at a low efficiency point. And when the vehicle speed is medium, the working rotating speed interval of the engine is optimized by using the generator, the output torque of the engine is compensated or partially recovered by using the generator and the driving motor, and the high-efficiency working interval of the engine is fully utilized. Therefore, the power splitting technology of the double-motor planet row is applied more widely.
However, when the traditional double-motor planetary power splitting scheme is applied to a large-scale passenger vehicle or a commercial vehicle, due to the splitting effect of the generator, the torque output by the power splitting planetary power splitting is always smaller than the output torque of the engine, and in order to meet the torque requirements of working conditions such as heavy load, low speed climbing of the whole vehicle, a larger driving motor can be selected or a two-gear speed reducer can be configured for the driving motor, but the scheme needs to be matched with a driving motor controller with larger capacity, a power transmission cable or an additional gear pair, a needle bearing and the like, so that the cost of the driving device can be obviously increased, and the marketization is not facilitated.
Therefore, a technique for solving this problem is urgently required.
Disclosure of Invention
The invention aims to overcome the problems in the prior art and provides a two-gear double-motor planetary gear power splitting driving system. The dynamic property of the low-speed climbing working condition of the vehicle can be greatly improved in the low-speed gear, and the use requirement of the commercial vehicle is met.
The above purpose is realized by the following technical scheme:
a two-gear double-motor planet row power split driving system comprises a first motor, a second motor and an engine, wherein the first motor is connected with the engine through a power split device, and a gear ring output shaft of the power split device is connected with the second motor or the output shaft through a gear shifting device; the second motor is connected with the parallel shaft speed reducing device and is output through the output shaft after two-stage speed reduction and torque increase; the first electric motor, the second electric motor, the engine, and the shifting device are connected to and controlled by the control device, respectively.
Further, the power dividing device comprises a sun gear, a planet carrier assembly, input rotating speed signal teeth and the gear ring output shaft, and the first motor is fixedly connected with the sun gear; and the input rotating speed signal gear is integrated on the gear ring output shaft.
Furthermore, the automobile engine also comprises a torsional damper, wherein the engine is fixedly connected with the input end of the torsional damper, and the output end of the torsional damper is fixedly connected with the planet carrier assembly.
Furthermore, the parallel shaft speed reduction device comprises a primary driving gear, an intermediate shaft and the output shaft, wherein a primary driven gear and a secondary driving gear are integrated on the intermediate shaft, and a secondary driven gear and a gear for outputting a rotating speed signal are integrated on the output shaft; the second motor is fixedly connected with the first-stage driving gear, and the first-stage driving gear is connected with the gear shifting device; the first-stage driving gear can be in meshing transmission with the first-stage driven gear, and the second-stage driving gear can be in meshing transmission with the second-stage driven gear.
Further, the gear shifting device comprises a gear hub, a gear sleeve, a shifting fork, a first gear combination tooth and a second gear combination tooth; the gear hub is fixedly connected with the gear ring output shaft, the first gear combination tooth is fixedly connected with the first-stage driving gear, and the second gear combination tooth is fixedly connected with the output shaft; the gear sleeve is meshed with the gear hub through a sliding spline to transmit torque, and can axially slide under the pushing of the shifting fork;
further, the gear sleeve comprises a left position, a middle position and a right position;
when the gear sleeve is in a left position, the gear sleeve is simultaneously meshed with the gear hub and the first gear combined tooth;
when in neutral position, the gear sleeve is only meshed with the gear hub;
and when the gear sleeve is positioned at the right position, the gear sleeve is simultaneously meshed with the gear hub and the two-gear combined gear.
Further, the control device comprises a hybrid controller, a gear shifting execution mechanism, an input rotating speed sensor and an output rotating speed sensor, wherein the hybrid controller receives an input rotating speed signal through the input rotating speed sensor and receives an output rotating speed signal through the output rotating speed sensor, and the gear shifting controller can receive an instruction sent by the hybrid controller and controls the gear shifting execution mechanism to drive the gear shifting device to do corresponding work according to the instruction so as to adjust a driving mode.
Further, the shift controller may be integrated within the hybrid controller, the hybrid controller being in two-way communication with the shift controller.
Further, the shift controller and the shift actuator may be in two-way communication; the input rotating speed sensor carries out one-way communication to the hybrid controller; and the output rotating speed sensor carries out one-way communication to the hybrid controller.
Further, the driving modes include an electric-only driving mode, an engine-only driving mode, and a hybrid driving mode.
Advantageous effects
According to the two-gear double-motor planetary gear power splitting driving system, the engine, the first motor, the second motor and the gear shifting device are coordinately controlled through the control device, so that the driving device has a pure electric driving mode, a hybrid power driving mode and an engine independent driving mode, and the functions of outputting two gears with fixed speed ratios and a neutral gear through the power of the engine can be realized. The system improves the output torque and the vehicle dynamic property of the driving device under the low-speed working condition, eliminates the power interruption in the gear shifting process, reduces the idle running loss of a transmission system under the pure electric working condition, improves the transmission efficiency, reduces the speed ratio requirement of a rear axle, and can be matched with a more efficient and light-weighted rear axle with a small speed ratio.
Drawings
FIG. 1 is a schematic structural diagram of a two-gear dual-motor planetary gear power splitting driving system according to the present invention;
FIG. 2 is a schematic structural diagram of a control device of a two-gear dual-motor planetary power splitting driving system according to the present invention;
FIG. 3 is a schematic structural diagram of a power splitting device of a two-gear dual-motor planetary power splitting driving system according to the present invention;
FIG. 4 is a schematic structural view of a gear shifting device of a two-gear dual-motor planetary gear power split driving system according to the present invention;
FIG. 5 is a schematic structural view of a parallel axis reduction unit of a two-gear dual-motor planetary power split driving system according to the present invention;
FIG. 6 is a schematic diagram of a power transmission path in a pure electric drive mode of the two-gear dual-motor planetary power split drive system according to the present invention;
FIG. 7 is a schematic diagram of an engine single drive mode 1-gear power transmission path of a two-gear dual-motor planetary power split drive system according to the present invention;
FIG. 8 is a schematic diagram of an engine single drive mode 2-speed power transmission path of a two-speed dual-motor planetary power split drive system according to the present invention;
FIG. 9 is a schematic diagram of a power transmission path of a hybrid drive mode 1 gear of a two-gear dual-motor planetary power split drive system according to the present invention;
fig. 10 is a schematic diagram of a power transmission path of a hybrid drive mode 2 gear of a two-gear double-motor planetary row power split drive system according to the present invention.
Graphic notation:
1-control unit, 101-hybrid controller, 102-shift controller, 103-shift actuator, 104-input tachometer, 105-output tachometer, 2-torsional vibration damper, 3-engine, 4-first electric motor (EM1), 5-power split device, 501-carrier assembly, 502-sun gear, 503-ring gear output shaft, 504-input tachometer signal tooth, 6-second electric motor (EM2), 7-parallel shaft reduction unit, 701-primary driving gear, 702-primary driven gear, 703-counter shaft, 704-secondary driving gear, 705-secondary driven gear, 706-output tachometer signal tooth, 707-output shaft, 8-shift unit, 801-shift fork, 103-shift fork, 105-output gear, 3-engine, 3-power split device, 501-planetary carrier assembly, 502-sun gear, 503-ring gear output shaft, 504-input tachometer signal tooth, 6-second electric motor (EM2), 7-parallel shaft reduction unit, 701-primary driving gear, 702-primary driven gear, 703-counter shaft, 704-secondary driving gear, 705-secondary driven gear, 706-output tachometer signal tooth, 707-output shaft, 8-shift unit, 801-shift unit, and/or the like, 802-first gear combination teeth, 803-gear hubs, 804-gear sleeves and 805-second gear combination teeth.
Detailed Description
The invention is explained in more detail below with reference to the figures and examples. The described embodiments are only some embodiments of the invention, not all embodiments. In the description of the embodiments of the present application, unless otherwise explicitly specified or limited, the terms "fixedly attached", "connected", "coupled", and "integrated" are to be understood in a broad sense, for example, "fixedly attached" may be a welded connection, or may be connected by an intermediate medium such as a spline. The specific meanings of the above terms in the embodiments of the present application can be understood by those of ordinary skill in the art according to specific situations. Reference throughout this specification to apparatus or components, in embodiments or applications, means or components must be constructed and operated in a particular orientation and therefore should not be construed as limiting the present embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
As shown in fig. 1, the two-gear double-motor planetary gear power split driving system comprises a first motor 4 (EM1 in the figure), a second motor 6 (EM2 in the figure) and an engine 3, wherein the first motor 4 is connected with the engine 3 through a power split device 5, and a gear ring output shaft 503 of the power split device 5 is connected with the second motor 6 or an output shaft 707 through a gear shifting device 8; the second motor 6 is connected with a parallel shaft speed reducer 7, and is output through the output shaft 707 after two-stage speed reduction and torque increase; the first electric motor 4, the second electric motor 6, the engine 3, and the shift device 8 are connected to and controlled by the control device 1, respectively.
As shown in fig. 3, as an optimization of the power split device 5 in the present embodiment, the power split device 5 includes a sun gear 502, a carrier assembly 501, input speed signal teeth 504 and the ring gear output shaft 503, and the first electric motor 4 is fixed to the sun gear 502; the input speed signal teeth 504 are integrated with the ring gear output shaft 503.
The automobile engine is characterized by further comprising a torsional damper 2, the engine 3 is fixedly connected with the input end of the torsional damper 2, and the output end of the torsional damper 2 is fixedly connected with the planet carrier assembly 501.
As shown in fig. 5, as an optimization of the parallel shaft speed reduction device 7 in the present embodiment, the parallel shaft speed reduction device 7 includes a primary driving gear 701, a countershaft 703 and the output shaft 707, the countershaft 703 is integrated with a primary driven gear 702 and a secondary driving gear 704, and the output shaft 707 is integrated with a secondary driven gear 705 and output rotation speed signal teeth 706; the second motor 6 is fixedly connected with the primary driving gear 701, and the primary driving gear 701 is connected with the gear shifting device 8; the primary driving gear 701 may be in meshing transmission with the primary driven gear 702, and the secondary driving gear 704 may be in meshing transmission with the secondary driven gear 705.
As shown in fig. 4, as an optimization of the shifting device 8 in the present embodiment, the shifting device 8 includes a gear hub 803, a gear sleeve 804, a shift fork 801, a first gear engaging tooth 802, and a second gear engaging tooth 805; the gear hub 803 is fixedly connected with the gear ring output shaft 503, the first gear combination tooth 802 is fixedly connected with the first-stage driving gear 701, and the second gear combination tooth 805 is fixedly connected with the output shaft 707; the gear sleeve 804 is meshed with the gear hub 803 through a sliding spline to transmit torque, and can slide axially under the pushing of the shifting fork 801;
specifically, the gear sleeve 804 comprises a left position, a middle position and a right position;
in the left position, the gear sleeve 804 can be simultaneously engaged with the gear hub 803 and the first gear engaging gear 802;
in the neutral position, the gear sleeve 804 can only mesh with the gear hub 803;
in the right position, the gear sleeve 804 can simultaneously engage with the gear hub 803 and the secondary engagement teeth 805.
As shown in fig. 2, as an optimization of the control device 1 in the present embodiment, the control device 1 includes a hybrid controller 101, a shift controller 102, a shift actuator 103, an input rotation speed sensor 104, and an output rotation speed sensor 105, where the hybrid controller 101 receives an input rotation speed signal through the input rotation speed sensor 104 and receives an output rotation speed signal through the output rotation speed sensor 105, and the shift controller 102 receives a command from the hybrid controller 101 and controls the shift actuator 103 to drive the shift device 8 to perform a corresponding operation according to the command to adjust a driving mode.
As an optimization of the present embodiment, the shift controller 102 may be integrated into the hybrid controller 101, and the hybrid controller 101 and the shift controller 102 may perform two-way communication; the shift controller 102 is in bi-directional communication with the shift actuator 103; the input rotation speed sensor 104 performs one-way communication to the hybrid controller 101; the output speed sensor 105 communicates unidirectionally to the hybrid controller 101.
The working principle is as follows: when the hybrid controller 101 detects that the vehicle running state triggers a gear shifting point, the hybrid controller 101 controls the first motor 4 to reduce the torque of a gear ring output shaft 503 in the power splitting device 5, a gear-shifting command is sent to the gear-shifting controller 102, after receiving the gear-shifting command, the gear-shifting controller 102 controls the gear-shifting executing mechanism 103 to drive a shifting fork 801 of the gear-shifting device 8 to move axially, pushes the gear sleeve 804 to a middle position, realizes gear-shifting, and sends a gear-shifting success signal to the hybrid controller 101;
after receiving the gear-off success signal, the hybrid controller 101 controls the first motor 4 to rapidly regulate the speed until the difference between the rotating speed of the gear ring output shaft 503 in the power split device 5 and the target combined gear is smaller than a critical value, and the hybrid controller 101 controls the first motor 4 to reduce the torque of the gear ring output shaft 503 in the power split device 5 and sends a gear-engaging instruction to the gear-shifting controller 102;
after receiving the gear engagement instruction, the gear shift controller 102 controls the gear shift execution mechanism 103 to drive the shift fork 801 of the gear shift device 8 to move axially to achieve gear engagement and sends a gear engagement success signal to the hybrid controller 101, and after receiving the gear engagement success signal, the hybrid controller 101 controls the first motor 4 to enable the gear ring output shaft 503 in the power split device 5 to output torque.
The input rotation speed sensor 104, the output rotation speed sensor 105, the input rotation speed signal teeth 504 and the output rotation speed signal teeth 706 are used for detecting the rotation speed difference between the output shaft 503 of the power split device gear ring and the target combination teeth in the gear shifting process and assisting the hybrid controller 101 to carry out rotation speed comparison to judge whether the gear is in place or not.
In this embodiment, the driving modes include a pure electric driving mode, an engine single driving mode, and a hybrid driving mode, and specifically include:
(1) the pure electric drive mode drive force transmission path is as follows:
as shown in fig. 6, the sleeve gear 804 of the shifting device 8 is in the neutral position, and the ring gear output shaft 503 of the power split device 5 is disconnected from the output. The power output by the second electric motor 6 is transmitted to a primary driven gear 702 on an intermediate shaft 703 through a primary driving gear 701, transmitted to a secondary driving gear 704 through the intermediate shaft 703, and driven to operate by a secondary driven gear 705 on an output shaft 707 through the secondary driving gear 704, and then output power through the output shaft 707 to drive the vehicle to run.
(2) The engine-only drive mode 1-speed drive force transmission path is as follows:
as shown in fig. 7, the gear sleeve 804 of the shifting device 8 is in the left position, the ring gear output shaft 503 of the power split device 5 is connected with the primary driving gear 701 through the gear hub 803, the gear sleeve 804 and the first gear engaging gear 802, and at this time, the second electric motor 6 does not output torque, and energy recovery is performed only when the vehicle is detected to slide or brake. The power output by the engine 3 is transmitted to the gear ring output shaft 503 through the planet carrier assembly 501 in the power split device 5, and is transmitted to the output shaft 707 through the gear hub 803, the gear sleeve 804, the first gear combination gear 802, the first-stage driving gear 701 and the intermediate shaft 703, and then the vehicle is driven to run through the output shaft 707 output power. The first electric motor 4 adjusts the rotational speed of the ring gear output shaft 503 in the power split device 5 to meet the vehicle speed demand.
(3) The engine-only drive mode 2-speed drive force transmission path is as follows:
as shown in fig. 8, the gear sleeve 804 of the shifting device 8 is in the right position, and the ring gear output shaft 503 of the power split device 5 is connected to the output shaft 707 through the gear hub 803, the gear sleeve 804 and the second gear engagement tooth 805. At this time, the second electric motor 6 does not output torque, and energy recovery is performed only when vehicle coasting or braking is detected. The power output by the engine 3 is transmitted to the gear ring output shaft 503 through the planet carrier assembly 501 in the power split device 5, and is transmitted to the output shaft 707 through the gear hub 803, the gear sleeve 804 and the second gear combination tooth 805, and then the vehicle is driven to run through the output shaft 707 output power. The first electric motor 4 adjusts the rotational speed of the ring gear output shaft 503 in the power split device 5 to meet the vehicle speed demand.
(4) The hybrid drive mode 1-speed drive force transmission path is as follows:
as shown in fig. 9, a gear sleeve 804 in the gear shifting device 8 is in a left position, a ring gear output shaft 503 in the power split device 5 is connected with a first-stage driving gear 701 through a gear hub (03, the gear sleeve 804 and a first-stage combination gear 802), power output by the engine 3 is transmitted to the ring gear output shaft 503 through a planet carrier assembly 501 in the power split device 5, is transmitted to the first-stage driving gear 701 through a gear hub 803, a gear sleeve 804 and a first-stage combination gear 802, is coupled with power output by the second electric motor 6, is transmitted to the output shaft 707 through an intermediate shaft 703, and is output through the output shaft 707 to drive the vehicle to run, and the first electric motor 4 adjusts the rotation speed of the ring gear output shaft 503 in the power split device 5 to meet the vehicle speed requirement.
(5) The hybrid drive mode 2-speed drive force transmission path is as follows:
as shown in fig. 10, the gear sleeve 804 of the shifting device 8 is in the right position, and the ring gear output shaft 503 of the power split device 5 is connected to the output shaft 707 through the gear hub 803, the gear sleeve 804 and the second gear engagement tooth 805. The power output from the second electric motor 6 is transmitted to a primary driven gear 702 on an intermediate shaft 703 via a primary drive gear 701, transmitted to a secondary drive gear 704 via the intermediate shaft 703, and driven to a secondary driven gear 705 on an output shaft 707 via the secondary drive gear 704. The power output by the engine 3 is transmitted to the ring gear output shaft 503 through the carrier assembly 501 in the power split device 5, and is transmitted to the output shaft 707 through the gear hub 803, the gear sleeve 804 and the second gear combination tooth 805, and is coupled with the power output by the second motor 6 to output power to drive the vehicle to run. The first electric motor 4 adjusts the rotational speed of the ring gear output shaft 503 in the power split device 5 to meet the vehicle speed demand.
The above embodiments are only used for illustrating the technical solutions of the embodiments of the present application, and are not limited thereto; although the embodiments of the present application have been described in detail with reference to the foregoing embodiments, those skilled in the art will understand that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present application.
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