CN205168164U - Two grades of hybrid coupled system of bi -motor - Google Patents

Abstract

The utility model provides a dual-motor two-speed hybrid power coupling system, comprising: an engine (10); a generator (11), coaxially connected with the engine (10); a clutch (20), arranged on the engine ( 10) Between the generator (11); the drive motor (12), which is connected to the clutch (20) and the differential (30) through a transmission device; the transmission device includes all arranged on the intermediate shaft ( 210) on the synchronizer (70), the first gear (71) and the second gear (72), the synchronizer (70) is used to control the first gear (71) or the The second gear (72) is synchronously combined with or separated from the intermediate shaft (210). The double-motor two-speed hybrid power coupling system of the embodiment of the utility model can realize the speed change effect by controlling the two gears through the synchronizer, which improves the power and economy.

Description

A dual-motor two-speed hybrid power coupling system

technical field

The utility model relates to the field of new energy vehicles, in particular to a dual-motor two-speed hybrid power coupling system.

Background technique

With the lack of oil resources and the improvement of people's awareness of environmental protection, there is an urgent need for energy-saving and low-emission or even zero-emission green and environmentally friendly automotive products. To this end, governments around the world and major automakers are intensifying efforts to develop various types of electric vehicles. Compared with traditional internal combustion engines, electric vehicle traction motors have a wider operating range, and the characteristics of constant torque at low speed and constant power at high speed are more suitable for vehicle operation requirements. In recent years, the power drive system and its working mode for electric vehicles have become a research hotspot.

Since the hybrid system involves traditional engine drive and electric motor drive, the structure is often more complex and takes up a lot of space, which affects the layout of other vehicle components. On the one hand, in the current mainstream motor parallel hybrid system, the motor generally adopts a disc structure and is installed between the engine and the transmission, occupying a certain axial dimension, resulting in a large axial length of the powertrain. Difficult to arrange. Due to size constraints, the power of the motor is generally not large, and the power performance under pure electric power is poor. On the other hand, the current hybrid transmission integrated motor scheme generally adopts a one-speed gear structure, and generally rarely adopts a multi-speed gear structure. It is often difficult to obtain satisfactory power and economy.

Utility model content

The technical problem to be solved by the utility model is to provide a dual-motor two-speed hybrid power coupling system that is simple in structure, saves space, and can effectively improve power and economy.

In order to solve the above technical problems, the utility model provides a dual-motor two-speed hybrid power coupling system, including:

engine;

a generator coaxially connected to the engine;

a clutch disposed between the engine and the generator;

The driving motor is respectively connected with the clutch and the differential through a transmission device;

The transmission device includes a synchronizer, a first gear and a second gear all arranged on the intermediate shaft, and the synchronizer is used to control the first gear or the second gear and the The intermediate shafts are combined or disengaged synchronously.

Wherein, the transmission device also includes:

a first gear, a second gear, a third gear, a fourth gear and a fifth gear;

the first gear is connected to the driven portion of the clutch;

The second gear is arranged on the intermediate shaft and meshes with the first gear;

The third gear is arranged on the output shaft of the drive motor and meshes with the second gear;

Both the fourth gear and the fifth gear are arranged on the drive shaft, the fourth gear meshes with the first gear, the fifth gear meshes with the second gear and connected to the differential.

Wherein, different transmission ratios are formed between the first gear and the fourth gear, and between the second gear and the fifth gear.

Wherein, the synchronizer is arranged between the first gear and the second gear.

Wherein, the hybrid electric vehicle power coupling system also includes:

The shock absorber is arranged between the engine and the clutch, the input end of the shock absorber is connected with the engine, and the output end of the shock absorber is connected with the active part of the clutch.

Wherein, the transmission device also includes:

The parking gear is arranged on the differential and is linked with the differential.

Wherein, the transmission device also includes:

The parking gear is arranged on the intermediate shaft and is linked with the intermediate shaft.

In the dual-motor two-speed hybrid power coupling system of the embodiment of the present invention, two gears are arranged on the intermediate shaft, and the synchronizer controls the synchronous combination or separation of the intermediate shaft, so that the power of the driving motor can be transmitted through two gears. The output route output provides two gears, which effectively improves the power and economy. In addition, the layout of each component is reasonable and the structure is compact, which is beneficial to assembly and saves space, and improves the utilization rate of space in the vehicle.

Description of drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the accompanying drawings that need to be used in the description of the embodiments or the prior art. Obviously, the accompanying drawings in the following description These are only some embodiments of the utility model, and those skilled in the art can also obtain other drawings based on these drawings without creative work.

Fig. 1 is a schematic structural diagram of a dual-motor two-speed hybrid coupling system according to an embodiment of the present invention.

Fig. 2 is a schematic diagram of the control flow of a dual-motor two-speed hybrid coupling system according to an embodiment of the present invention.

Fig. 3 is a schematic diagram of a dual-motor two-speed hybrid coupling system working in a pure electric mode according to an embodiment of the present invention.

Fig. 4 is another schematic diagram of a dual-motor two-speed hybrid coupling system working in pure electric mode according to the embodiment of the present invention.

Fig. 5 is a schematic diagram of a dual-motor two-speed hybrid coupling system working in a range-extending mode according to an embodiment of the present utility model.

Fig. 6 is another schematic diagram of a dual-motor two-speed hybrid coupling system working in the range-extending mode according to the embodiment of the present invention.

Fig. 7 is a schematic diagram of a dual-motor two-speed hybrid coupling system working in a hybrid mode according to an embodiment of the present invention.

FIG. 8 is another schematic diagram of a dual-motor two-speed hybrid coupling system working in a hybrid driving mode according to an embodiment of the present invention.

Fig. 9 is a schematic structural diagram of a dual-motor two-speed hybrid coupling system according to Embodiment 2 of the present utility model.

Fig. 10 is a schematic structural diagram of a dual-motor two-speed hybrid coupling system according to Embodiment 2 of the present utility model.

detailed description

The descriptions of the following embodiments are with reference to the accompanying drawings to illustrate the specific embodiments that the present utility model can be used to implement. The direction and position terms mentioned in the present invention, such as "up", "down", "front", "back", "left", "right", "inside", "outside", "top", " "Bottom", "side", etc., are only referring to the direction or position of the drawings. Therefore, the terms used in direction and position are used to explain and understand the utility model, rather than to limit the protection scope of the utility model.

Please refer to Figure 1, the embodiment of the utility model provides a dual-motor two-speed hybrid power coupling system, including:

engine 10;

The generator 11 is coaxially connected with the engine 10;

The clutch 20 is arranged between the engine 10 and the generator 11;

The driving motor 12 is respectively connected to the clutch 20 and the differential 30 through a transmission device;

The transmission device includes a synchronizer 70, a first gear gear 71 and a second gear gear 72 all arranged on the intermediate shaft 210, and the synchronizer 70 is used to control the first gear gear 71 or the second gear gear 72 and the intermediate gear. Shafts 210 are coupled or disengaged synchronously.

The clutch 20 includes a driving part and a driven part that cooperate with each other, and the driving part of the clutch 20 is fixed to the output shaft 100 of the engine 10 .

In this embodiment, the transmission device also includes:

The first gear 21, the second gear 22, the third gear 23, the fourth gear 24 and the fifth gear 25;

The first gear 21 is connected with the driven part of the clutch 20;

The second gear 22 is arranged on the intermediate shaft 210 and meshes with the first gear 21;

The third gear 23 is arranged on the output shaft 120 of the driving motor and meshes with the second gear 22;

Both the fourth gear 24 and the fifth gear 25 are arranged on the drive shaft 50, the fourth gear 24 meshes with the first speed gear 71, the fifth gear 25 meshes with the second speed gear 72 and is connected with the differential 30 connected.

The synchronizer 70 is disposed between the first speed gear 71 and the second speed gear 72 .

In the embodiment of the present utility model, two shift gears are arranged on the intermediate shaft 210, and the synchronizer 70 controls them to synchronously combine with or separate from the intermediate shaft 210. Specifically, the first shift gear 71 and the fourth gear 24 Different transmission ratios are formed between the second gear gear 72 and the fifth gear 25, so that the power of the drive motor 12 can be output through two output routes, providing two gears, effectively improving the power performance and economy.

In addition, in this embodiment, the engine 10 is coaxially connected with the generator 11 , so the structure is more compact, and because an additional transmission device between the two is omitted, the transmission efficiency is higher. Accordingly, the output shaft 100 of the engine 10 shown in FIG. 1 and the motor shaft 110 of the generator 11 are coaxial.

In order to buffer and damp the output of the engine 10, the present embodiment also includes a shock absorber 40, which is arranged between the engine 10 and the clutch 20, the input end of the shock absorber 40 is connected with the engine 10, and the output of the shock absorber 40 The end is connected with the driving part of the clutch 20. Specifically, the shock absorber 10 may be a torsional shock absorber or a hydraulic coupling.

The differential 30 is connected to the drive wheels 60 through the drive shaft 50 .

In this embodiment, as another implementation, the clutch 20 is a dual clutch, which includes a first clutch and a second clutch, the driven part of the first clutch is connected with the generator 11, and the driven part of the second clutch Connected to the transmission.

The electric vehicle power coupling system with the above structure has a reasonable layout of components and a compact structure, which is convenient for assembly and saves space, and improves the utilization rate of the space in the vehicle.

The power coupling system of the embodiment of the utility model has a pure electric mode, an extended range mode and a hybrid drive mode, and can automatically realize the switching of the three modes according to the battery SOC value and the vehicle speed requirement. Therefore, the hybrid electric vehicle of the embodiment of the utility model Please refer to Figure 2 for the control flow of the power coupling system, including:

Step 21, judging the magnitude relationship between the battery SOC value and the first threshold value, or simultaneously judging the magnitude relationship between the battery SOC value and the first threshold value and the magnitude relationship between the vehicle speed and the second threshold value;

Step S22, switch the working mode of the electric vehicle power coupling system according to the judgment result, and in the working mode, control the synchronizer to synchronously combine the first gear or the second gear with the intermediate shaft, so that the driving The power of the motor is output through the first gear or the second gear.

Specifically, as shown in FIG. 3 and FIG. 4 respectively, when step S21 determines that the battery SOC value is higher than the first threshold, step S22 includes: controlling the engine 10 and the generator 11 to not work, disconnecting the clutch 20, and the synchronizer 70 Make the first gear 71 or the second gear 72 synchronously combined with the intermediate shaft 210 (if the first gear 71 is synchronously combined with the intermediate shaft 210, then the second gear 72 is separated from the intermediate shaft 210; If the second gear 72 is synchronously combined with the intermediate shaft 210, then the first gear 71 is separated from the intermediate shaft 210), the power of the driving motor 12 is transmitted to the second gear 22 through the third gear 23, and then the second gear The first gear 71 is transmitted to the fourth gear 24 (Fig. 3) or the second gear 72 to the fifth gear 25 (Fig. 4). 30 transmits the power to the driving wheels 60. At this time, the vehicle runs in a low-speed region in pure electric mode, and the power transmission routes are shown by the arrows in FIG. 3 and FIG. 4 respectively.

As shown in Fig. 5 and Fig. 6 respectively, when step S21 judges that the battery SOC value is lower than the first threshold and the vehicle speed is lower than the second threshold, step S22 includes: controlling to disconnect the clutch 20, the engine 10 drives the generator 11 to generate electricity, To charge the battery or supply power to the drive motor 12, the synchronizer 70 allows the first gear 71 or the second gear 72 to be synchronously combined with the intermediate shaft 210 (if the first gear 71 is synchronously combined with the intermediate shaft 210, then The second gear 72 is separated from the intermediate shaft 210; if the second gear 72 is synchronously combined with the intermediate shaft 210, the first gear 71 is separated from the intermediate shaft 210), the power of the drive motor 12 is The third gear 23 is transmitted to the second gear 22, and then transmitted to the fourth gear 24 (Figure 5) by the first gear gear 71 or transmitted to the fifth gear 25 (Figure 6) through the second gear gear 72, after two After step deceleration, the power is transmitted to the differential 30, and the power is transmitted to the drive wheels 60 through the differential 30. At this time, the vehicle runs in the range-extending mode, and the power transmission routes are shown by the arrows in Fig. 5 and Fig. 6 respectively.

As shown in Fig. 7 and Fig. 8 respectively, when step S21 determines that the battery SOC value is lower than the first threshold and the vehicle speed is higher than the second threshold, step S22 includes: controlling the clutch 20 to engage, and a part of the power of the engine 10 passes through the first gear 21. The second gear 22 to the intermediate shaft 210; the synchronizer 70 allows the first gear 71 or the second gear 72 to be synchronously combined with the intermediate shaft 210 (if the first gear 71 is synchronously combined with the intermediate shaft 210, then The second gear 72 is separated from the intermediate shaft 210; if the second gear 72 is synchronously combined with the intermediate shaft 210, the first gear 71 is separated from the intermediate shaft 210), the power of the drive motor 12 is The third gear 23 is transmitted to the second gear 22, coupled with a part of the power of the aforementioned engine 10, and then transmitted to the fourth gear 24 (Fig. 7) by the first gear gear 71 or transmitted to the fifth gear through the second gear 72. The gear 25 (Fig. 8) is transmitted to the differential 30 after two-stage deceleration, and the power is transmitted to the driving wheel 60 through the differential 30; another part of the power of the engine 10 drives the generator 11 to generate electricity to charge the battery or to The driving motor 12 supplies power, and the vehicle is running in a hybrid driving mode at this time, and the power transmission routes are shown by the arrows in Fig. 7 and Fig. 8 respectively.

In the above range-extending mode, due to the low SOC value of the battery, the generator 11 is used as a starter motor to start the engine 10, so that the engine 10 drives the generator 11 to charge the battery or supply power to the drive motor 12; At this time, the generator 11 will also be used as a starter motor to start the engine 10, the engine 10 will output the drive torque, and the drive motor 12 will assist the drive to enter the hybrid drive mode.

The above three modes are represented in a table as follows:

The first threshold is used to determine the level of the battery SOC value, and the second threshold is used to determine the level of the vehicle speed. This embodiment does not limit the value ranges of the first threshold and the second threshold, which can usually be set freely according to specific control strategies , under different control strategies, the values of the first threshold and the second threshold are different. After the first threshold and the second threshold are set, it is automatically judged and automatically switched among the three modes according to the judgment result.

In addition, when the car brakes, the driving motor 12 generates braking torque to brake the wheels, and at the same time, an induced current will be generated in the motor winding to charge the battery to realize the recovery of braking energy. Therefore, the control method of the present embodiment also includes:

When braking, the driving motor is controlled to generate braking torque, and an induced current is generated in the winding to charge the battery.

Please refer to Figure 9 again. Embodiment 2 of the present invention provides a dual-motor, two-speed hybrid coupling system. The difference from Embodiment 1 of the present invention is that the transmission of the dual-motor, two-speed hybrid coupling system in this embodiment The device also includes a parking gear 26 disposed on the differential 30 and linked with the differential 30 . When the parking lever is engaged with the parking gear 26, the mechanism cannot be rotated; if the engagement of the parking lever is released, the mechanism can be rotated.

Figure 10 shows the dual-motor two-speed hybrid coupling system provided by the third embodiment of the utility model. The difference from the second embodiment of the utility model is that the parking gear 26 is arranged on the intermediate shaft 210 and is linked with the intermediate shaft 210 .

Regarding the control flow of Embodiments 2 and 3 of the present invention working in pure electric mode, range-extending mode and hybrid driving mode, which are similar to those of Embodiments of the present invention, please refer to the foregoing description, and will not repeat them here.

In the dual-motor two-speed hybrid power coupling system of the embodiment of the present invention, two gears are arranged on the intermediate shaft, and the synchronizer controls the synchronous combination or separation of the intermediate shaft, so that the power of the driving motor can be transmitted through two gears. The output route output provides two gears, which effectively improves the power and economy. In addition, the layout of each component is reasonable and the structure is compact, which is beneficial to assembly and saves space, and improves the utilization rate of space in the vehicle.

What is disclosed above is only a preferred embodiment of the utility model, and of course it cannot limit the scope of rights of the utility model. Therefore, equivalent changes made according to the claims of the utility model still fall within the scope of the utility model.

Claims (5)

1. A dual-motor two-speed hybrid coupling system, characterized in that it comprises: engine (10); A generator (11), coaxially connected with the engine (10); a clutch (20), arranged between the engine (10) and the generator (11); The driving motor (12) is respectively connected to the clutch (20) and the differential (30) through a transmission device; The transmission device includes a synchronizer (70), a first gear (71) and a second gear (72) all arranged on the intermediate shaft (210), and the synchronizer (70) is used to control the The first gear (71) or the second gear (72) is synchronously engaged or separated from the intermediate shaft (210); The transmission device also includes a parking gear (26), the parking gear (26) is arranged on the differential (30) and linked with the differential (30); or the parking gear (26) is arranged on the intermediate shaft (210) and linked with the intermediate shaft (210). 2. The dual-motor two-speed hybrid coupling system according to claim 1, wherein the transmission device further comprises: The first gear (21), the second gear (22), the third gear (23), the fourth gear (24) and the fifth gear (25); The first gear (21) is connected to the driven part of the clutch (20); The second gear (22) is arranged on the intermediate shaft (210) and meshes with the first gear (21); The third gear (23) is arranged on the output shaft (120) of the driving motor and meshes with the second gear (22); Both the fourth gear (24) and the fifth gear (25) are arranged on the drive shaft (50), and the fourth gear (24) meshes with the first gear gear (71), so The fifth gear (25) meshes with the second gear (72) and is connected with the differential (30). 3. The dual-motor two-speed hybrid coupling system according to claim 2, characterized in that, between the first gear (71) and the fourth gear (24), and between the second gear Different transmission ratios are formed between the position gear (72) and the fifth gear (25). 4. The dual-motor two-speed hybrid coupling system according to claim 1, characterized in that, the synchronizer (70) is arranged between the first gear (71) and the second gear ( 72) between. 5. The dual-motor two-speed hybrid coupling system according to claim 4, wherein the hybrid vehicle power coupling system further comprises: A shock absorber (40), arranged between the engine (10) and the clutch (20), the input end of the shock absorber (40) is connected to the engine (10), the shock absorber The output terminal of (40) is connected with the driving part of said clutch (20).