CN113602076A - Power system of vehicle, control method of power system, and vehicle - Google Patents
Power system of vehicle, control method of power system, and vehicle Download PDFInfo
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- CN113602076A CN113602076A CN202011069537.5A CN202011069537A CN113602076A CN 113602076 A CN113602076 A CN 113602076A CN 202011069537 A CN202011069537 A CN 202011069537A CN 113602076 A CN113602076 A CN 113602076A
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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
- B60K6/42—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 the architecture of the hybrid electric vehicle
- B60K6/44—Series-parallel type
- B60K6/445—Differential gearing distribution type
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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)
- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
本发明提供了一种车辆的动力系统、动力系统的控制方法以及车辆，车辆的动力系统包括：差速器；第一行星齿轮机构，第一行星齿轮机构具有第一传动端、第二传动端和第三传动端；第二行星齿轮机构，第二行星齿轮机构具有第四传动端、第五传动端和第六传动端；发动机和第一电机，发动机与第一传动端传动连接，第二传动端与第一电机传动连接；第二电机，第二电机与第六传动端传动连接。由此，通过第一行星齿轮机构、第二行星齿轮机构、发动机、第一电机和第二电机配合，与现有技术相比，该动力系统能够实现车辆在不同驾驶工况下的不同驱动功能需求，可以降低整车能耗、排放，也可以提升驾驶体验。
The invention provides a power system of a vehicle, a control method of the power system, and a vehicle. The power system of the vehicle includes: a differential; a first planetary gear mechanism, the first planetary gear mechanism has a first transmission end and a second transmission end and the third transmission end; the second planetary gear mechanism, the second planetary gear mechanism has a fourth transmission end, a fifth transmission end and a sixth transmission end; an engine and a first motor, the engine is in a transmission connection with the first transmission end, and the second The transmission end is in transmission connection with the first motor; the second motor is in transmission connection with the sixth transmission end. Therefore, through the cooperation of the first planetary gear mechanism, the second planetary gear mechanism, the engine, the first motor and the second motor, compared with the prior art, the power system can realize different driving functions of the vehicle under different driving conditions It can reduce the energy consumption and emissions of the whole vehicle, and can also improve the driving experience.
Description
Technical Field
The present invention relates to the field of vehicle technologies, and in particular, to a power system of a vehicle, a control method of the power system, and a vehicle.
Background
In the related art, the power system of the existing vehicle is large in size and large in axial size, and occupies a large arrangement space in the width direction of the whole vehicle. In addition, under different driving conditions, the conventional power system cannot meet the driving function requirements under different driving conditions, so that the energy consumption and emission of the whole vehicle are increased, and the driving experience is influenced.
Disclosure of Invention
In view of this, the invention aims to provide a power system of a vehicle, which can solve the problem that the existing power system cannot meet the driving function requirements under different driving conditions, can also solve the problems of high energy consumption and high emission of the whole vehicle, and can also solve the problem of poor vehicle driving experience.
In order to achieve the purpose, the technical scheme of the invention is realized as follows:
a powertrain system for a vehicle, comprising: a differential mechanism; a first planetary gear mechanism having a first drive end, a second drive end, and a third drive end; a second planetary gear mechanism having a fourth drive end, a fifth drive end, and a sixth drive end; the engine is in transmission connection with the first transmission end, the second transmission end is in transmission connection with the first motor, the fourth transmission end is in transmission connection with the third transmission end and the differential, the first transmission end is meshed with a transition gear, the transition gear is in transmission connection with the fifth transmission end selectively, and the fifth transmission end is locked selectively; and the second motor is in transmission connection with the sixth transmission end.
In some embodiments of the present invention, the first planetary gear mechanism includes: first ring gear, first star gear, first sun gear and first planet carrier, first star gear meshing is in first ring gear with between the first sun gear, first planet carrier with first star gear is connected, wherein, first ring gear structure is first transmission end, first sun gear structure is the second transmission end, first planet carrier structure is the third transmission end.
In some embodiments of the present invention, a first shaft is connected to the first sun gear, and the first shaft is drivingly connected to a first output shaft of the first electric machine.
In some embodiments of the invention, the first shaft is provided with a first gear and the first output shaft is provided with a second gear in mesh with the first gear.
In some embodiments of the invention, the first shaft and the first output shaft are parallel and staggered.
In some embodiments of the invention, the first shaft is arranged coaxially with the first output shaft.
In some embodiments of the present invention, the first carrier is provided with a first hollow shaft, the first carrier and the first hollow shaft are both sleeved on the first shaft, and the first hollow shaft is arranged coaxially with the first shaft; the first hollow shaft is provided with a third gear, and the third gear is in meshing transmission with the fourth transmission end.
In some embodiments of the invention, the engine has a second output shaft drivingly connected to the first ring gear.
In some embodiments of the present invention, the second planetary gear mechanism comprises: second ring gear, second planet wheel, second sun gear and second planet carrier, the second planet wheel meshing is in the second ring gear with between the second sun gear, the second planet carrier with the second planet wheel is connected, wherein, the second ring gear structure is the fourth transmission end, the second sun gear structure is the sixth transmission end, the second planet carrier structure is the fifth transmission end.
In some embodiments of the present invention, the power system of the vehicle further comprises: the second planet carrier is provided with a second shaft, and the first split component is connected between the second shaft and the transition gear and selectively joints the second shaft and the transition gear; the locking mechanism selectively locks the second shaft.
In some embodiments of the invention, the second electric machine is provided with a third output shaft, which is in driving connection with the second sun gear.
In some embodiments of the invention, a third shaft is connected to the second sun gear, the third shaft being provided with a seventh gear, the third output shaft being provided with an eighth gear meshing with the seventh gear; the third shaft and the third output shaft are arranged in parallel and staggered mode.
In some embodiments of the present invention, the second gear ring is provided with a second hollow shaft, the second gear ring and the second hollow shaft are both sleeved on the second shaft, and the second hollow shaft is arranged coaxially with the second shaft; or the second gear ring and the second hollow shaft are both sleeved on the third output shaft, and the second hollow shaft and the third output shaft are coaxially arranged.
In some embodiments of the invention, the second ring gear meshes with an input gear of the differential.
Compared with the prior art, the power system of the vehicle has the following advantages:
according to the power system of the vehicle, the first planetary gear mechanism, the second planetary gear mechanism, the engine, the first motor and the second motor are matched, compared with the prior art, the power system can meet different driving function requirements of the vehicle under different driving working conditions, the energy consumption and the emission of the whole vehicle can be reduced, and the driving experience can be improved.
Another objective of the present invention is to provide a control method for a power system.
In order to achieve the purpose, the technical scheme of the invention is realized as follows:
a control method of a powertrain of the above-described vehicle, comprising: receiving a mode switching instruction; and controlling the opening and closing of the first switching component and the locking mechanism according to the mode switching instruction so as to switch the vehicle to a corresponding working mode.
The control method of the power system has the same advantages as the power system of the vehicle compared with the prior art, and is not described again.
Another object of the invention is to propose a vehicle.
In order to achieve the purpose, the technical scheme of the invention is realized as follows:
a vehicle comprises the power system of the vehicle.
The vehicle and the power system of the vehicle have the same advantages compared with the prior art, and are not described in detail herein.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate an embodiment of the invention and, together with the description, serve to explain the invention and not to limit the invention. In the drawings:
FIG. 1 is a schematic illustration of a first embodiment of a powertrain according to an embodiment of the present invention;
FIG. 2 is a schematic illustration of a second embodiment of a powertrain according to an embodiment of the present invention;
FIG. 3 is a schematic illustration of a third embodiment of a powertrain according to an embodiment of the present invention;
FIG. 4 is a schematic illustration of a fourth embodiment of a powertrain according to an embodiment of the present invention;
FIG. 5 is a schematic illustration of a fifth embodiment of a powertrain according to an embodiment of the present invention;
FIG. 6 is a functional schematic of a powertrain according to an embodiment of the present invention;
FIG. 7 is a schematic illustration of the operating ranges of a plurality of operating modes of the powertrain according to an embodiment of the present invention;
FIG. 8 is a schematic diagram illustrating a first electric only drive mode of the powertrain according to an embodiment of the present invention;
FIG. 9 is a schematic diagram illustrating a second electric only drive mode of the powertrain according to an embodiment of the present invention;
FIG. 10 is a schematic diagram of a first infinitely variable speed hybrid driving mode of the powertrain according to an embodiment of the present invention;
FIG. 11 is a schematic diagram of the operating ranges of the first stepless speed regulation hybrid driving mode and the first engine direct driving mode of the power system according to the embodiment of the invention;
FIG. 12 is a schematic diagram of a second infinitely variable speed hybrid drive mode of the powertrain according to an embodiment of the present disclosure;
fig. 13 is a schematic diagram of the working intervals of the second stepless speed regulation hybrid driving mode and the second engine direct driving mode of the power system according to the embodiment of the invention.
Description of reference numerals:
a power system 1;
a differential 2; an input gear 21;
a first planetary gear mechanism 3; the first ring gear 31; a first planet 32; a first sun gear 33; a first carrier 34; a first shaft 35; a first gear 36; a first hollow shaft 37; a third gear 38;
a second planetary gear mechanism 4; the second ring gear 41; the second planetary gear 42; a second sun gear 43; a second carrier 44; a second shaft 45; a second hollow shaft 46;
an engine 5; a second output shaft 51; a transition gear 52;
a first motor 6; a first output shaft 61; a second gear 62;
a second motor 7; a third output shaft 71;
a first combining component 8; a lock mechanism 9;
a third shaft 10; a seventh gear 101; an eighth gear 102.
Detailed Description
It should be noted that the embodiments and features of the embodiments may be combined with each other without conflict.
The present invention will be described in detail below with reference to the embodiments with reference to the attached drawings.
As shown in fig. 1 to 13, according to a power system 1 of a vehicle of an embodiment of the invention, the power system 1 is provided to the vehicle. The power system 1 includes: the differential 2, the first planetary gear mechanism 3, the second planetary gear mechanism 4, the engine 5, the first motor 6 and the second motor 7. The first planetary gear mechanism 3 has a first transmission end, a second transmission end and a third transmission end, and the second planetary gear mechanism 4 has a fourth transmission end, a fifth transmission end and a sixth transmission end. The engine 5 is in transmission connection with the first transmission end, the second transmission end is in transmission connection with the first motor 6, the fourth transmission end is in transmission connection with the third transmission end and the differential mechanism 2, the first transmission end is meshed with the transition gear 52, the transition gear 52 is selectively in transmission connection with the fifth transmission end, the fifth transmission end is selectively locked, and the second motor 7 is in transmission connection with the sixth transmission end.
During the running process of the vehicle, the transition gear 52 is meshed with the first transmission end, the transition gear 52 is selectively in transmission connection with the fifth transmission end, and the fifth transmission end is selectively locked, so that the power system 1 can have six working modes, wherein the six working modes can comprise a first pure electric driving mode (EV1 mode), a second pure electric driving mode (EV2 mode), a first stepless speed regulation hybrid driving mode (eCTV 1 mode), a first engine direct driving mode (FG1 mode), a second stepless speed regulation hybrid driving mode (eCTV 2 mode) and a second engine direct driving mode (FG2 mode). The engine 5, the first electric machine 6 and the second electric machine 7 operate differently in different operating modes. The different driving conditions of vehicle can be matchd to multiple mode, and the vehicle is gone under the different operating mode that traveles, sets up like this and can realize the vehicle different driving function demands under the different driving conditions, can save the fuel to can reduce whole car energy consumption, emission, and, the different driving conditions through multiple mode matching vehicle can guarantee the power performance of vehicle, can promote the driving experience of vehicle.
It should be noted that, when the second electric machine 7 is in an operating state, the second electric machine 7 can generate power, and the power is transmitted to the differential 2 after passing through the second planetary gear mechanism 4, and is output to the wheels by the half shafts of the differential 2. When the first electric motor 6 is in the working state, the first electric motor 6 can output power, the power can be transmitted to the second planetary gear mechanism 4 along the first planetary gear mechanism 3, and then the power of the first electric motor 6 is transmitted to the differential 2 through the second planetary gear mechanism 4. When the engine 5 is in the operating state and the transition gear 52 is not connected to the fifth transmission end, the engine 5 can output power, a part of the output power of the engine 5 is transmitted to the second planetary gear mechanism 4 through the first planetary gear mechanism 3, is transmitted to the differential 2 by the second planetary gear mechanism 4, and another part of the power is transmitted to the first motor 6 through the first planetary gear mechanism 3. When the transition gear 52 is drivingly connected to the fifth transmission end and the fifth transmission end is unlocked, a part of the power generated by the engine 5 may be transmitted to the second planetary gear mechanism 4 through the first planetary gear mechanism 3, a part of the power may be directly transmitted to the second planetary gear mechanism 4, and then the power is transmitted to the differential 2 through the second planetary gear mechanism 4, and a part of the power is transmitted to the first electric motor 6 through the first planetary gear mechanism 3. Through one or two or more than two of engine 5, first motor 6 and second motor 7 independent assortment, driving system 1 can be under the operating mode of difference the power of different power of export outward, and driving system 1's power transmission efficiency is higher, and driving system 1 of this application can realize that the vehicle is high-efficient economize on fuel under the urban operating mode, also can realize that the vehicle is high-efficient directly driving of engine 5 under high-speed operating mode, and then can reduce the energy consumption of vehicle.
The six operating modes of the powertrain 1 are described below.
First electric-only drive mode (EV1 mode): in the power system 1, in the first pure electric driving mode, the transition gear 52 is meshed with the first transmission end, the transition gear 52 is not in transmission connection with the fifth transmission end and is locked, the second motor 7 is in an operating state, the engine 5 and the first motor 6 are in an inoperative state, at this time, the second motor 7 can output power to the second planetary gear mechanism 4 through the sixth transmission end of the second planetary gear mechanism 4, the power is transmitted to the shell of the differential mechanism 2 through the fourth transmission end, the final power is transmitted to the wheels to drive the vehicle to run, and part of the power can also be transmitted to the third transmission end through the fourth transmission end, a part of the power transmitted to the first planetary gear mechanism 3 is transmitted to the first motor 6 through the second transmission end, so that the first motor 6 is in a follow-up state, and the other part of the power transmitted to the first planetary gear mechanism 3 is transmitted to the engine 5 through the first transmission end, since the engine 5 itself has a large damping torque, the engine 5 is kept in a stopped stationary state. When the vehicle is in the EV1 mode state, the second motor 7 is purely electrically driven, and the hybrid electric vehicle is suitable for medium and low load working conditions of the vehicle.
Second electric-only drive mode (EV2 mode): the engine 5 is in a non-operating state, and the transition gear 52 is in transmission connection with the fifth transmission end and the fifth transmission end is locked, so that the first transmission end is also locked, and the first electric machine 6 and/or the second electric machine 7 are purely driven, it can also be understood that the first electric machine 6 and/or the second electric machine 7 are in an operating state, for example: the first motor 6 and the second motor 7 are both in a working state, in the working mode, power generated by the second motor 7 can be transmitted to the sixth driving end, the fifth driving end is in a locking state, the sixth driving end can transmit power to the differential mechanism 2 through the fourth driving end, power generated by the first motor 6 can be transmitted to the fourth driving end through the second driving end and the third driving end in sequence, power generated by the first motor 6 can be transmitted to the differential mechanism 2 through the fourth driving end, so that the first motor 6 and/or the second motor 7 can drive the vehicle to run, the second pure electric driving mode can adapt to a light-load or heavy-load running condition of the vehicle in the pure electric driving mode, and the power system 1 can effectively reduce heat loss of the vehicle in a slope parking or low-speed slope climbing condition in the second pure electric driving mode.
First infinitely variable speed series-parallel hybrid drive mode (eCVT1 mode): the transition gear 52 is not in transmission connection with the fifth transmission end and the fifth transmission end is locked, the speed-regulating power of the first motor 6 is divided, and the engine 5 and the second motor 7 are driven together. Compared with the first pure electric drive mode, the power system 1 can be smoothly changed from the first pure electric drive mode to the first stepless speed regulation hybrid drive mode. The first motor 6 can adjust the speed and split power, the power generated by the engine 5 is transmitted to the first planetary gear mechanism 3 through the first transmission end, then a part of the power is transmitted to the second planetary gear mechanism 4 through the third transmission end, the power is transmitted to the differential mechanism 2 through the fourth transmission end, and the other part of the power is transmitted to the first motor 6 through the second transmission end and converted into electric energy to be stored in the power battery. The eCVT1 mode can enable the engine 5 to always maintain the best working efficiency and reduce the energy consumption of the vehicle, and the first stepless speed regulation hybrid driving mode is mainly applied to a middle and high load region with low use frequency above a 2-gear line.
The first engine direct-drive mode (FG1 mode) is based on the first stepless speed regulation hybrid drive mode, and the first engine direct-drive mode is to regulate the speed of the first motor 6 to zero and lock the first motor 6, so that the first motor 6 does not shunt the power of the engine 5, at this time, the power generated by the engine 5 can be completely transmitted to the second planetary gear mechanism 4 through the first planetary gear mechanism 3, and the power is transmitted to the differential 2 through the fourth transmission end and is output to the wheels, at this time, the power transmission efficiency of the engine 5 is the highest, so the first engine direct-drive mode is more suitable for coping with the driving conditions of the medium-low speed and medium-high continuous steady-state load of the vehicle.
Second continuously variable speed series-parallel hybrid drive mode (eCVT2 mode): the transition gear 52 is in driving connection with the fifth driving end and the fifth driving end is not locked, so that the first driving end can be in driving connection with the fifth driving end through the transition gear 52. The first motor 6 or the second motor 7 can be independently used as a speed-regulating power split motor, but the first motor 6 and the second motor 7 can not simultaneously operate in a speed-regulating power split mode, otherwise a lever balance mechanism formed by combining two planetary gear mechanisms together is broken. The engine 5 is driven together with the first electric machine 6. When the power system 1 is in the second stepless speed regulation hybrid driving mode, one of the first motor 6 or the second motor 7 can be used as a speed regulation power split motor, the engine 5, the first motor 6 and the second motor 7 work simultaneously through the first planetary gear mechanism 3 and the second planetary gear mechanism 4 to realize compound power split stepless speed regulation hybrid, power is finally input to the differential 2 through the second planetary gear mechanism 4, and the final power can drive the vehicle to run. The second stepless speed regulation hybrid driving mode is suitable for the power demand of low load to medium load of the vehicle in the range of low speed to high speed.
Second engine direct drive mode (FG2 mode): the transition gear 52 is in driving connection with the fifth driving end and the fifth driving end is not locked, so that the first driving end can be in driving connection with the fifth driving end through the transition gear 52. The second engine direct-drive mode is that on the basis of the second stepless speed regulation hybrid drive mode, the first motor 6 or the second motor 7 is regulated to zero speed, so that the second stepless speed regulation hybrid drive mode can have two mechanical control points, when the engine 5 works at the two mechanical control points, the power output by the engine 5 can be transmitted to the differential mechanism 2 through the first planetary gear mechanism 3 and the second planetary gear mechanism 4 and is output to wheels through the differential mechanism 2, and the engine 5 can independently and directly drive or carry out parallel hybrid drive on the non-speed regulation shunt motor at the two mechanical control points. The second engine direct drive mode is more suitable for the continuous steady-state driving working condition of the vehicle from a medium speed to a high speed.
From this, through the cooperation of first planetary gear mechanism 3, second planetary gear mechanism 4, engine 5, first motor 6 and second motor 7, compare with prior art, this driving system 1 can realize the vehicle and drive different drive function demands under the operating mode in the difference, can reduce whole car energy consumption, discharge, also can promote and drive experience.
In some embodiments of the present invention, as shown in fig. 1 to 5, the first planetary gear mechanism 3 may include: a first ring gear 31, a first planet gear 32, a first sun gear 33 and a first planet carrier 34, the first planet gear 32 being engaged between the first ring gear 31 and the first sun gear 33, the first planet carrier 34 being connected to the first planet gear 32, wherein the first ring gear 31 is designed as a first drive input, the first sun gear 33 is designed as a second drive input, and the first planet carrier 34 is designed as a third drive input. The first ring gear 31 may have an outer meshing portion and an inner meshing portion, wherein the inner meshing portion of the first ring gear 31 may rotate the first ring gear 31 in accordance with rotation of the first planetary gear 32, the first ring gear 31 may rotate in accordance with rotation of the engine 5, and the outer meshing portion of the first ring gear 31 may rotate the first ring gear 31 in accordance with rotation of the transition gear 52, so that the first ring gear 31 may transmit power between the first planetary gear mechanism 3, the engine 5, and the transition gear 52. The first carrier 34 may be connected to the first planetary gear 32, and by providing the first carrier 34, power may be transmitted between the first planetary gear mechanism 3 and the second planetary gear mechanism 4 through the first carrier 34. The first sun gear 33 may be configured as a second transmission end, and the first sun gear 33 may transmit power between the first electric motor 6 and the first planetary gear mechanism 33.
In some embodiments of the present invention, as shown in fig. 1 to 5, the first sun gear 33 may be connected with a first shaft 35, and the first shaft 35 may be in transmission connection with a first output shaft 61 of the first electric motor 6, wherein power may be transmitted between the first output shaft 61 and the first shaft 35, so that power may be transmitted between the first electric motor 6 and the first planetary gear mechanism 3.
In some embodiments of the present invention, as shown in fig. 1, 2 and 5, the first shaft 35 may be provided with a first gear 36, and the first output shaft 61 may be provided with a second gear 62 that meshes with the first gear 36. The first gear 36 and the second gear 62 are engaged with each other, so that the power generated by the first motor 6 can be transmitted to the first planetary gear mechanism 3, and the power of the first planetary gear mechanism 3 can also be transmitted to the first output shaft 61. The first gear 36 has a larger number of teeth than the second gear 62, so that the transmission of power from the first electric machine 6 to the first planetary gear mechanism 3 can be reduced and torque is increased, so that the first electric machine 6 can assist the vehicle in running, and the heat loss of the vehicle under the working condition of parking or low-speed climbing can be effectively reduced.
In some embodiments of the present invention, as shown in fig. 1, 2 and 5, the first shaft 35 and the first output shaft 61 are arranged in parallel and staggered. Wherein, the first shaft 35 is arranged in parallel with the first output shaft 61, and the first shaft 35 and the first output shaft 61 are not coaxially arranged, the first shaft 35 and the first output shaft 61 are arranged in a staggered manner, and simultaneously, in the up-down direction in fig. 1, the projection of the first shaft 35 and the projection of the first output shaft 61 have an overlapping region, so that the axial size of the power system 1 can be reduced, the axial direction of the power system 1 is the left-right direction in fig. 1, thereby the volume of the power system 1 can be reduced, compared with the prior art, the power system 1 can be more compact, and the power system 1 can be more easily arranged on a vehicle.
In some embodiments of the present invention, as shown in fig. 3 and 4, the first shaft 35 is arranged coaxially with the first output shaft 61, wherein it should be noted that the first shaft 35 and the first output shaft 61 may be provided as the same shaft, i.e. the first shaft 35 and the first output shaft 61 are integrated together. The arrangement of the first shaft 35 coaxially with the first output shaft 61 can reduce the width dimension of the power system 1, the width dimension of the power system 1 refers to the vertical direction in fig. 1, the arrangement of the first shaft 35 coaxially with the first output shaft 61 can also reduce the axial dimension of the power system 1, and the axial dimension of the power system 1 refers to the horizontal direction in fig. 1, so that the requirement of the installation space for installing the power system 1 on the vehicle can be reduced. The coaxial arrangement of the first shaft 35 and the first output shaft 61 can reduce power loss between the first shaft 35 and the first output shaft 61, so that the power transmission efficiency of the power system 1 can be made higher, and the vehicle can be made more energy-saving.
In some embodiments of the present invention, as shown in fig. 1 to 5, the first planet carrier 34 may be provided with a first hollow shaft 37, both the first planet carrier 34 and the first hollow shaft 37 may be sleeved on the first shaft 35, the first hollow shaft 37 and the first shaft 35 may be arranged coaxially, the first hollow shaft 37 may be provided with a third gear 38, and the third gear 38 and the fourth transmission end may be in meshing transmission. The arrangement ensures that the first planet carrier 34, the first hollow shaft 37 and the first shaft 35 are coaxial, so that when power is transmitted on the first planetary gear mechanism 3, the first planet gear 32, the first hollow shaft 37 and the first shaft 35 which are coaxial can reduce the abrasion of the first planetary gear mechanism 3, and further the service life of the power system 1 can be prolonged. By providing the third gear 38 on the first hollow shaft 37, the third gear 38 and the fourth transmission end can be in mesh transmission, and the third gear 38 can transmit power between the first planetary gear mechanism 3 and the second planetary gear mechanism 4, so that power generated by the first motor 6, the second motor 7 and the engine 5 can be output to the differential 2.
In some embodiments of the present invention, as shown in fig. 1-5, the engine 5 may have a second output shaft 51, the second output shaft 51 being in driving connection with the first ring gear 31. The second output shaft 51 may be directly connected to the first ring gear 31, the second output shaft 51 may be arranged coaxially with the first shaft 35, that is, the first shaft 35 and the second output shaft 51 are on the same axis, so that the wear of the first planetary gear mechanism 3 may be reduced, and when the engine 5 is in an operating state, the direct connection of the second output shaft 51 to the first ring gear 31 may also reduce the vibration and noise of the second output shaft 51, so that the operating stability of the power system 1 may be improved. The power generated by the engine 5 can be output to the first planetary gear mechanism 3 by providing the second output shaft 51, and the power of the engine 5 can be transmitted to the second planetary gear mechanism 4 sequentially via the first ring gear 31 and the first carrier 34, and the power can be output to the differential gear 2 via the second planetary gear mechanism 4.
In some embodiments of the present invention, as shown in fig. 1 to 5, the second planetary gear mechanism 4 may include: a second ring gear 41, a second planetary gear 42, a second sun gear 43 and a second planet carrier 44, the second planetary gear 42 being engageable between the second ring gear 41 and the second sun gear 43, the second planet carrier 44 being connected to the second planetary gear 42, wherein the second ring gear 41 is configured as a fourth transmission end, the second sun gear 43 is configured as a sixth transmission end and the second planet carrier 44 is configured as a fifth transmission end. It should be noted that the second ring gear 41 may be configured to have an external meshing portion and an internal meshing portion, wherein the internal meshing portion of the second ring gear 41 may cause the second ring gear 41 to rotate along with the rotation of the second planetary gears 42, and the external meshing portion of the second ring gear 41 may be in meshing connection with the third gear 38, so that power may be transmitted between the first planetary gear mechanism 3 and the second planetary gear mechanism 4. The second planet carrier 44 can be connected with the second planet wheel 42, and by arranging the second planet carrier 44, the power transmitted to the second planet wheel 42 can be transmitted to the second planet carrier 44, so that the second planet wheel 42 can be prevented from being worn by the excessive power, and the service life of the power system 1 can be prolonged. The first sun gear 33 may be configured as a sixth transmission end, and the first sun gear 33 may transmit power between the second motor 7 and the second planetary gear mechanism 4.
In some embodiments of the present invention, as shown in fig. 1-5, the power system 1 may further include: the first split component 8 and the locking mechanism 9, and the first split component 8 and the locking mechanism 9 can be controlled by the controller to work. The second carrier 44 may be provided with a second shaft 45, the first split assembly 8 may be connected between the second shaft 45 and the transition gear 52 and selectively engage the second shaft 45 and the transition gear 52, and the locking mechanism 9 selectively locks the second shaft 45. The first split component 8 may be configured as a clutch, the locking mechanism 9 may be configured as a brake, the locking mechanism 9 is fixedly disposed, the first split component 8 is opened, when the second shaft 45 is not locked by the locking mechanism 9, the power generated by the engine 5 may be completely transmitted to the first planetary gear mechanism 3, and the second planetary gear 42 may rotate along the circumferential direction of the second sun gear 43. When the first split component 8 is turned off and the second shaft 45 is not locked by the locking mechanism 9, a part of the power generated by the engine 5 can be transmitted to the first planetary gear mechanism 3, and another part of the power can be transmitted to the second planetary gear mechanism 4 through the second shaft 45. When the first split-combination unit 8 is opened and the locking mechanism 9 locks the second shaft 45, the power generated by the engine 5 is completely transmitted to the first planetary gear mechanism 3, and the second planetary gear 42 is located at a stationary position relative to the second sun gear 43, and the transmission ratio between the second sun gear 43 and the second ring gear 41 is a fixed transmission ratio. When the first split-combination component 8 is closed and the locking mechanism 9 locks the second shaft 45, the transition gear 52 is locked, and the engine 5 in transmission connection with the transition gear 52 is in a stop state. Therefore, by arranging the first split component 8 and the locking mechanism 9, the first split component 8 is selectively connected with the second shaft 45 and the transition gear 52, the locking mechanism 9 selectively locks the second shaft 45, the output path of the power generated by the engine 5 can be changed, and the power system 1 can have six working modes, so that the output efficiency of the power system 1 can be changed, the efficient oil saving of the vehicle under the urban working condition can be realized, the efficient direct driving of the engine 5 under the high-speed working condition of the vehicle can be realized, and the energy consumption of the vehicle can be reduced.
In some embodiments of the present invention, as shown in fig. 1 and 2, the second motor 7 may be provided with a third output shaft 71, and the third output shaft 71 and the second sun gear 43 may be in transmission connection. By providing the third output shaft 71 in driving connection with the second sun gear 43, power can be transmitted between the third output shaft 71 and the second sun gear 43, so that power of the second motor 7 can be output to the second planetary gear mechanism 4, and power can be transmitted to the differential 2 through the second planetary gear mechanism 4, and the power can be used for driving the vehicle to run.
In some embodiments of the invention, as shown in fig. 3-5, a third shaft 10 is connected to the second sun gear 43, the third shaft 10 may be provided with a seventh gear 101, the third output shaft 71 may be provided with an eighth gear 102 meshing with the seventh gear 101, and the third shaft 10 and the third output shaft 71 are arranged in parallel and staggered. The seventh gear 101 is meshed with the eighth gear 102, so that the power generated by the second motor 7 can be transmitted to the second planetary gear mechanism 4, the seventh gear 101 has more teeth than the eighth gear 102, and the speed and the torque can be reduced and increased when the power is transmitted from the second motor 7 to the second planetary gear mechanism 4, so that the second motor 7 can output higher torque in the running process of the vehicle, and the dynamic property of the vehicle is better. The third shaft 10 is arranged in parallel with the third output shaft 71, the third shaft 10 and the third output shaft 71 are not coaxially arranged, the third shaft 10 and the third output shaft 71 are arranged in a staggered manner, and the projection of the third shaft 10 and the projection of the third output shaft 71 have an overlapping area in the vertical direction in fig. 3-5, so that the axial size of the power system 1 can be reduced, the axial direction of the power system 1 is the left-right direction in fig. 3, the size of the power system 1 can be reduced, compared with the prior art, the power system 1 can be more compact, and the power system 1 can be more easily arranged on a vehicle.
In some embodiments of the present invention, as shown in fig. 2 and 3, the second gear ring 41 may be provided with a second hollow shaft 46, both the second gear ring 41 and the second hollow shaft 46 may be sleeved on the second shaft 45, and the second hollow shaft 46 and the second shaft 45 may be coaxially arranged. Or as shown in fig. 1, both the second ring gear 41 and the second hollow shaft 46 may be sleeved on the third output shaft 71, and the second hollow shaft 46 and the third output shaft 71 are coaxially arranged. The arrangement can ensure that the second gear ring 41 and the second shaft 45 are coaxial, and also can ensure that the second gear ring 41 and the third output shaft 71 are coaxial, so that when power is transmitted on the second planetary gear mechanism 4, the second gear ring 41 and the second shaft 45 or the second gear ring 41 and the third output shaft 71 which are coaxial can reduce the abrasion of the second planetary gear mechanism 4, and further the service life of the power system 1 can be prolonged.
In some embodiments of the present invention, as shown in fig. 1-3, the second ring gear 41 meshes with the input gear 21 of the differential 2. Specifically, the input gear 21 may be in mesh transmission with the second hollow shaft 46, and preferably, as shown in fig. 2 to 5, the second hollow shaft 46 may be provided as a gear shaft in the circumferential direction of the second hollow shaft 46. Alternatively, as shown in fig. 1, a gear may be fitted around the second hollow shaft 46, and the second ring gear 41 may be engaged with the input gear 21 of the differential 2, whereby the second ring gear 41 may output power from the second planetary gear mechanism 4 to the differential 2.
Specifically, as shown in fig. 1 to fig. 11, the power system 1 according to the embodiment of the present invention will be described as an example of different operation modes of the power system 1.
FIG. 6 is a functional block diagram of the powertrain 1 according to one embodiment of the present application, denoted by the symbol k1A reduction ratio of the first sun gear 33 to the first ring gear 31 is indicated. k is a radical of2A reduction ratio of the second sun gear 43 to the second ring gear 41 is indicated. k is a radical ofp1Indicating the reduction ratio of the transition gear 52 to the first ring gear 31. k is a radical ofp2A reduction ratio of the third gear 38 to the second ring gear 41 is shown. k is a radical ofM1Representing the reduction ratio of the second gear 62 to the first gear 36. k is a radical offWhich represents the final output reduction ratio at which the second ring gear 41 and the input gear 21 are finally output to the differential 2.
As shown in fig. 1 to 3 and 6, when the vehicle is running in the first electric-only drive mode (EV1 mode): the locking mechanism 9 is closed, the first split-combination component 8 is opened, the engine 5 keeps a stop and static state due to self-damping torque, at the moment, the power system 1 is powered by the second motor 7 independently, the first motor 6 is not powered, but is in a follow-up state, and the rotating directions of the first output shaft 61 of the first motor 6 and the third output shaft 71 of the second motor 7 are opposite. First of allThe torque output from the electric machine 6 to the differential 2 is 0, and the torque output from the second electric machine 7 to the differential 2 can be expressed as: t isEV1-out＝k2kfTS2-MG2. According to the formula, the second motor 7 works in a forward rotating speed area in the forward direction of the vehicle, positive torque is provided to drive the vehicle to run forwards, and the first motor 6 rotates along with the vehicle. When the vehicle needs to be braked, the second motor 7 outputs negative torque in the positive rotating speed region to realize braking in the forward direction of the vehicle. In the process of reversing the vehicle in the reverse direction, the second motor 7 can work in a reverse rotating speed area, the second motor 7 can provide negative torque to enable the vehicle to reverse, when the vehicle backs up, the second motor 7 can provide positive torque to achieve vehicle reversing braking, and the first motor 6 is always in a rotation following state.
As shown in fig. 1 to 5 and 7, when the vehicle is running in the second electric-only drive mode: the locking mechanism 9 and the first split component 8 are closed simultaneously, the engine 5 can be stopped and stationary, the first motor 6 and/or the second motor 7 can provide power for the vehicle, and the rotation directions of the first output shaft 61 of the first motor 6 and the third output shaft 71 of the second motor 7 are opposite. At this time, the torques output by the first motor 6 and the second motor 7 to the outside of the power system 1 can be expressed as: t isEV2-out＝-(k1+1)kM1kfTS1-MG1+k2kfTS2-MG2Wherein the first clutch assembly 8 is closed, the locking mechanism 9 locks the second shaft 45, and the engine 5 is in a static state. The torques of the first electric machine 6 and/or the second electric machine 7 can be output to the transmission through the second planetary gear mechanism 4 through respective independent fixed gear ratios. Because the first motor 6 and the second motor 7 can provide power for the vehicle at the same time, the first motor 6 and the second motor 7 can reduce the volume and the weight of the power system 1, thereby reducing the production cost of the power system 1. And the first motor 6 and the second motor 7 can realize high-efficiency oil saving of the vehicle under urban working conditions under the condition that the vehicle is driven by the first motor and the second motor together, and can also realize high-efficiency direct driving of the engine 5 under high-speed working conditions of the vehicle, so that the use cost of the vehicle can be reduced. According to the formula, in the forward direction of the vehicle, the first electric machine 6 can work in the reverse rotation speed region to output negative torque to provide running for the vehicleThe second electric machine 7 can work in the positive rotation speed area to output positive torque to provide part or all of the torque required by the running of the vehicle. It should be noted that the reverse rotation speed region and the forward rotation speed region mean that the rotation directions of the first output shaft 61 of the first motor 6 and the third output shaft 71 of the second motor 7 are opposite. When the vehicle needs deceleration braking, the first electric machine 6 can work in a reverse rotating speed region to output positive torque so as to output required braking torque for the vehicle, and the second electric machine 7 can work in a positive rotating speed region to output negative torque so as to provide partial or all required braking torque for deceleration braking for the vehicle. When the vehicle is in reverse, the first motor 6 can work in a positive rotating speed area to output positive torque so as to provide torque required by reverse for the vehicle, and the second motor 7 can work in a reverse rotating speed area to output negative torque so as to provide torque required by reverse for the vehicle. When the vehicle needs to be braked in the process of backing up, the first motor 6 can work in a positive rotating speed area to output negative torque so as to provide partial braking torque required by backing up braking for the vehicle, and the second motor 7 can work in a reverse rotating speed area to output positive torque so as to provide partial or all braking torque required by backing up braking for the vehicle.
As shown in fig. 1 to 5 and 8, when the vehicle is running in the first continuously variable speed series-parallel hybrid drive mode (eCVT1 mode): the locking mechanism 9 is closed, the first split component 8 is opened, the engine 5 provides power input, the first motor 6 can change power split through speed regulation, the engine 5 always keeps the highest efficiency work, after the first motor 6 splits the input power of the engine 5, a part of power of the engine 5 can be converted into electric energy for charging a power battery, the other part of power can be provided to the second planetary gear mechanism 4 for outputting power outwards, the second motor 7 can provide extra driving torque for the second planetary gear mechanism 4 according to a fixed speed ratio, therefore, the battery electric quantity of the vehicle can be balanced, and extra power can be provided for the vehicle. The torque output to the vehicle can be expressed as:
in the first stepless speed-regulating hybrid driving mode, the power of the engine 5The output is transmitted through two paths, part of the power is transmitted to the second planetary gear mechanism 4 through the first planetary gear mechanism 3 and is output to the differential 2, the power is output to wheels through the differential 2, and the mechanical power of the part of the power can be expressed as:
the power of another part of the engine 5 can be converted into electric energy by power splitting of the first electric machine 6, and the power converted into electric energy by the first electric machine 6 can be expressed as:
from the above equation, the torque of the engine 5 passes through the gear ratio
Is output from the second ring gear 41 while the torque of the second electric machine 7 is in accordance with the fixed gear ratio k2The amplified power is output to the second ring gear 41, and the power of the second motor 7 is mixed with the power output of the engine 5, and finally passes through the fixed speed ratio k of the speed reducing assembly (the second ring gear 41 and the input gear 21)fAnd (6) outputting. The first motor 66 may convert part of the power of the engine 55 into electric energy to generate electricity, and the power split torque of the engine 55 is negative, and the speed is adjusted in the positive rotation speed region by the first motor 66, and the power split power of the first motor 66 is negative.
As shown in fig. 1-5 and 8, the first engine direct drive mode (FG1 mode): in the first stepless speed regulation hybrid driving mode, when the first motor 6 is regulated to zero rotating speed omegaS1-MG1The power split effective power of the first electric machine 6 to the engine 5 is zero at 0, this operating point is called the first mechanical point of the first infinitely variable speed hybrid drive mode, and the torque generated by the engine 5 passes through the transmission ratio
Amplified and output to the second ring gear 41, and the mechanical transmission effect of the power of the engine 5 is realized in the stateThe rate is optimal. At this mechanical point, the power of the second motor 7 and the power of the engine 5 are directly output after parallel linkage at the second ring gear 41, the torque output of the parallel linkage is equivalent to the above formula, and the hybrid mode of the first stepless speed regulation hybrid drive mode at this mechanical point is the first engine direct drive mode (FG1 mode).
As shown in fig. 1 to 5 and 12, when the vehicle travels in the second continuously variable speed-adjusting hybrid drive mode: the first split-combination assembly 8 is closed, the locking mechanism 9 is opened, the engine 5, the first motor 6 and the second motor 7 are simultaneously linked through the first planetary gear mechanism 3 and the second planetary gear mechanism 4 to realize compound power split stepless speed regulation hybrid, and finally the compound power split stepless speed regulation hybrid is output to the differential mechanism 2 through the second gear ring 41, and the power can drive the vehicle to run after passing through the differential mechanism 2. It should be noted that, in the second stepless speed regulation hybrid driving mode, the first motor 6 or the second motor 7 can be used as the speed regulation power shunt motor alone, but the first motor 6 and the second motor 7 cannot operate in the second stepless speed regulation hybrid driving mode at the same time, otherwise, the lever balance mechanism formed by combining the two planetary gear mechanisms together will be broken. When the first motor 6 is used as a speed-regulating power-dividing motor, the second motor 7 can be used as a driving motor to drive the vehicle to run together with the engine 5. In the second stepless speed regulation hybrid drive mode, the first motor 6 can be used as a speed regulation power shunt motor, and the fixed transmission ratio of the mechanical transmission path of the engine 5 is defined as the first gear shifting speed ratio of the second stepless speed regulation hybrid drive mode, and can be obtained as follows:
and a first mechanical gear shifting point of the second stepless speed regulation hybrid drive mode is completely coincided with the mechanical gear shifting point of the first stepless speed regulation hybrid drive mode in a gain mode, and the gear shifting point is just the mechanical gear shifting working point for realizing mutual smooth switching of the first stepless speed regulation hybrid drive mode and the second stepless speed regulation hybrid drive mode. When the second motor 7 is used as a speed-regulating power shunt motor in a second stepless speed-regulating series-parallel hybrid driving mode, the first motor 6 can be used as a driving motor to be jointly connected in parallel and linked with the engine 5,the output torque of the powertrain 1 at this time is:
under the second stepless speed regulation hybrid drive mode, the second motor 7 can be used as a speed regulation power shunt motor, the engine 5 can be used as main drive power, the second motor 7 can output negative power by negative steering, namely, power shunt power generation, and the first motor 6 assists the positive torque and simultaneously reduces the shunt torque of the second motor 7, thereby being beneficial to improving the efficiency of power shunt. The torque generated by the engine 5 is fixed in transmission ratio through two gears
And the output is suitable for the low-load to medium-load driving requirements from low speed to high speed. In the second stepless speed regulation hybrid driving mode, the second motor 7 can be used as a speed regulation power shunt motor, and the fixed transmission ratio of the power transmission path of the engine 5 is defined as a second gear shifting speed ratio point of the second stepless speed regulation hybrid driving mode, and is expressed by a formula:
when the second motor 7 is used as the power split motor in the second stepless speed regulation hybrid driving mode, the control mode will be used as the main high-efficiency driving control mode of the second stepless speed regulation hybrid driving mode.
As shown in fig. 1-5 and 12, the second engine direct drive mode (FG2 mode): the second stepless speed regulation hybrid driving mode can have two mechanical control points, namely gear switching points, by respectively setting the first motor 6 or the second motor 7 to regulate the speed to the zero speed. When the engine 5 operates at the two mechanical shift points as described above, the power output from the engine 5 will be all output to the differential 2 directly through the first planetary gear mechanism 3 and the second planetary gear mechanism 4. In the second stepless speed regulation hybrid driving mode, when the second motor 7 is used as a speed regulation shunt motor, the speed is regulated to zero rotating speed omegaS2-MG2When the second stepless speed regulation hybrid drive mode works at the second mechanical gear shifting point, the second motor 7 divides the power of the engine 5 into two partsThe effective power is zero, and the torque generated by the engine 5 is output through the second gear; the mechanical transmission efficiency of the power of the engine 5 in this state is optimal. Second continuously variable speed series-parallel hybrid drive mode the hybrid mode at this mechanical point is the second engine direct drive mode (FG2 mode).
According to the control method of the power system 1 of the embodiment of the invention, the power system 1 is the power system 1 of the vehicle of the embodiment described above, the control method includes: and receiving a mode switching instruction, and controlling the opening and closing of the first split-combination component 8 and the locking mechanism 9 according to the mode switching instruction, so that the vehicle can be switched to a corresponding working mode. The controller controls the opening and closing of the first split component 8 and the locking mechanism 9, the first split component 8 is selectively connected with the second shaft 45 and the transition gear 52, the locking mechanism 9 selectively locks the second shaft 45, the output path of power generated by the engine 5 can be changed, and the power system 1 can have six working modes of the embodiment, so that the output efficiency of the power system 1 can be changed, the efficient oil saving of the vehicle under the urban working condition can be realized, the efficient direct driving of the engine 5 of the vehicle under the high-speed working condition can be realized, and the energy consumption of the vehicle can be reduced.
According to the vehicle of the embodiment of the invention, the power system 1 comprises the power system 1 of the embodiment, the power system 1 is arranged on the vehicle, and the first planetary gear mechanism 3, the second planetary gear mechanism 4, the engine 5, the first motor 6 and the second motor 7 are matched.
In addition, other configurations and functions of the vehicle according to the embodiment of the present application are known to those skilled in the art, and are not described herein in detail in order to reduce redundancy.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents, improvements and the like that fall within the spirit and principle of the present invention are intended to be included therein.
Claims (14)
1. A powertrain system (1) of a vehicle, characterized by comprising:
a differential (2);
a first planetary gear mechanism (3), the first planetary gear mechanism (3) having a first transmission end, a second transmission end and a third transmission end;
a second planetary gear mechanism (4), the second planetary gear mechanism (4) having a fourth drive end, a fifth drive end and a sixth drive end;
the engine (5) is in transmission connection with the first transmission end, the second transmission end is in transmission connection with the first motor (6), the fourth transmission end is in transmission connection with the third transmission end and the differential (2), the first transmission end is meshed with a transition gear (52), the transition gear (52) is selectively in transmission connection with the fifth transmission end, and the fifth transmission end is selectively locked;
and the second motor (7), and the second motor (7) is in transmission connection with the sixth transmission end.
2. The powertrain system (1) of a vehicle according to claim 1, characterized in that the first planetary gear mechanism (3) includes: a first ring gear (31), a first planet gear (32), a first sun gear (33) and a first planet carrier (34), the first planet gear (32) being engaged between the first ring gear (31) and the first sun gear (33), the first planet carrier (34) being connected to the first planet gear (32), wherein,
the first ring gear (31) is configured as a first transmission end, the first sun gear (33) is configured as a second transmission end, and the first planet carrier (34) is configured as a third transmission end.
3. A vehicle powertrain (1) according to claim 2, characterized in that a first shaft (35) is connected to the first sun gear (33), the first shaft (35) being in driving connection with a first output shaft (61) of the first electric machine (6).
4. A power system (1) of a vehicle according to claim 3, characterized in that the first shaft (35) is provided with a first gear wheel (36) and the first output shaft (61) is provided with a second gear wheel (62) which meshes with the first gear wheel (36).
5. The vehicle powertrain system (1) according to claim 4, characterized in that the first shaft (35) and the first output shaft (61) are arranged in parallel and staggered.
6. A power system (1) of a vehicle according to claim 3, characterized in that the first shaft (35) is arranged coaxially with the first output shaft (61).
7. A power system (1) of a vehicle according to claim 3, characterized in that the first carrier (34) is provided with a first hollow shaft (37), both the first carrier (34) and the first hollow shaft (37) being sleeved to the first shaft (35), the first hollow shaft (37) being arranged coaxially to the first shaft (35);
the first hollow shaft (37) is provided with a third gear (38), and the third gear (38) is in meshing transmission with the fourth transmission end.
8. The vehicle powertrain system (1) according to claim 2, characterized in that the engine (5) has a second output shaft (51), and the second output shaft (51) is drivingly connected with the first ring gear (31).
9. The power system (1) of the vehicle according to claim 1, characterized in that the second planetary gear mechanism (4) includes: a second ring gear (41), a second planet wheel (42), a second sun wheel (43) and a second planet carrier (44), the second planet wheel (42) being engaged between the second ring gear (41) and the second sun wheel (43), the second planet carrier (44) being connected to the second planet wheel (42), wherein,
the second ring gear (41) is designed as a fourth transmission end, the second sun gear (43) is designed as a sixth transmission end, and the second planet carrier (44) is designed as a fifth transmission end;
further comprising: a first split component (8) and a locking mechanism (9), wherein the second planet carrier (44) is provided with a second shaft (45), the first split component (8) is connected between the second shaft (45) and the transition gear (52) and selectively joints the second shaft (45) and the transition gear (52);
the locking mechanism (9) selectively locks the second shaft (45);
the second motor (7) is provided with a third output shaft (71), and the third output shaft (71) is in transmission connection with the second sun gear (43).
10. A vehicle powertrain (1) according to claim 11, characterized in that a third shaft (10) is connected to the second sun gear (43), said third shaft (10) being provided with a seventh gear (101), said third output shaft (71) being provided with an eighth gear (102) meshing with said seventh gear (101);
the third shaft (10) and the third output shaft (71) are arranged in parallel and staggered.
11. The powertrain system (1) of a vehicle according to claim 9, characterized in that the second ring gear (41) is provided with a second hollow shaft (46), the second ring gear (41) and the second hollow shaft (46) are both fitted to the second shaft (45), the second hollow shaft (46) is arranged coaxially with the second shaft (45); or
The second gear ring (41) and the second hollow shaft (46) are sleeved on the third output shaft (71), and the second hollow shaft (46) and the third output shaft (71) are coaxially arranged.
12. The powertrain system (1) of a vehicle according to claim 9, characterized in that the second ring gear (41) is meshed with an input gear (21) of the differential (2).
13. A control method of a powertrain (1), characterized in that the powertrain (1) is a powertrain of a vehicle according to any one of claims 1-14, the control method comprising:
receiving a mode switching instruction;
and controlling the opening and closing of the first split component (8) and the locking mechanism (9) according to the mode switching instruction so as to switch the vehicle to a corresponding working mode.
14. A vehicle, characterized by comprising a powertrain (1) of a vehicle according to any one of claims 1-12.
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| CN202011069537.5A CN113602076B (en) | 2020-09-30 | 2020-09-30 | Power system of vehicle, control method of power system and vehicle |
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| CN202011069537.5A CN113602076B (en) | 2020-09-30 | 2020-09-30 | Power system of vehicle, control method of power system and vehicle |
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| CN113602076B CN113602076B (en) | 2025-04-04 |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114475207A (en) * | 2022-01-18 | 2022-05-13 | 重庆工业职业技术学院 | Power system of hybrid electric vehicle |
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2020
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| WO2012113687A1 (en) * | 2011-02-21 | 2012-08-30 | Magna Powertrain Ag & Co Kg | Gearbox unit |
| CN107269781A (en) * | 2011-02-24 | 2017-10-20 | 杨泰和 | Controllable epicyclic gear set clutch device and applied power system |
| CN210174608U (en) * | 2019-07-09 | 2020-03-24 | 长城汽车股份有限公司 | Hybrid electric vehicle and power system and transmission system thereof |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN114475207A (en) * | 2022-01-18 | 2022-05-13 | 重庆工业职业技术学院 | Power system of hybrid electric vehicle |
| CN114475207B (en) * | 2022-01-18 | 2023-05-16 | 重庆工业职业技术学院 | A hybrid electric vehicle power system |
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| CN113602076B (en) | 2025-04-04 |
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