CN110576730A - Hybrid transmission and vehicle - Google Patents

Hybrid transmission and vehicle Download PDF

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Publication number
CN110576730A
CN110576730A CN201810588348.5A CN201810588348A CN110576730A CN 110576730 A CN110576730 A CN 110576730A CN 201810588348 A CN201810588348 A CN 201810588348A CN 110576730 A CN110576730 A CN 110576730A
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CN
China
Prior art keywords
gear
hybrid transmission
input shaft
vehicle
shaft
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN201810588348.5A
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Chinese (zh)
Inventor
李至浩
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Schaeffler Technologies AG and Co KG
Original Assignee
Schaeffler Technologies AG and Co KG
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Filing date
Publication date
Application filed by Schaeffler Technologies AG and Co KG filed Critical Schaeffler Technologies AG and Co KG
Priority to CN201810588348.5A priority Critical patent/CN110576730A/en
Publication of CN110576730A publication Critical patent/CN110576730A/en
Pending legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/24—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • 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 Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • 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

the invention relates to a hybrid transmission and a vehicle, the hybrid transmission comprises a first input shaft connected with an internal combustion engine of the vehicle, a second input shaft connected with a motor of the vehicle, a gear shifting device, a planetary gear mechanism and an output shaft, wherein the internal combustion engine can transmit power to the planetary gear mechanism through the first input shaft and the gear shifting device, the motor can transmit power to the planetary gear mechanism through the second input shaft, and the planetary gear mechanism can transmit power to the output shaft. According to the invention, the shifting device has a first end, a second end and a third end, which are connected to one another in a rotationally fixed manner, wherein the first end is connected to the first input shaft in a rotationally fixed manner, the second end has at least a braking gear and a neutral gear, and the third end is connected to the planetary gear, wherein the second end is connected to the housing of the hybrid transmission in a rotationally fixed manner when the second end is in the braking gear. The vehicle according to the present invention has the above-described hybrid transmission.

Description

hybrid transmission and vehicle
Technical Field
The invention relates to a hybrid transmission comprising a first input shaft connected to an internal combustion engine of a vehicle, a second input shaft connected to an electric machine of the vehicle, a gear shift device, a planetary gear mechanism and an output shaft. The invention also relates to a vehicle comprising the hybrid transmission.
Background
In one current plug-in hybrid vehicle, two electric machines are provided in connection with a hybrid transmission, and an internal combustion engine is connected with the hybrid transmission through a clutch, whereby the hybrid vehicle is capable of achieving a plurality of operating modes. On the one hand, however, both the traction motor and the internal combustion engine can only provide a single gear, and therefore it is not sufficient to optimize the operating point of the electric motor or the internal combustion engine. On the other hand, the clutch is engaged or disengaged according to the condition of the internal combustion engine, for example, during road running, the efficiency of the internal combustion engine is high due to high vehicle speed, the clutch is engaged, the vehicle is driven by the power of the internal combustion engine, and the traction motor only operates as a generator; in city running, the efficiency of the internal combustion engine is very low due to low speed, and at the moment, the clutch is disconnected and the torque is output only by the traction motor. Therefore, this strategy of engaging or disengaging the clutch depending on the condition of the internal combustion engine makes the hybrid vehicle not only unsatisfactory in low-speed performance, especially climbing performance, but also insufficient in power performance in the electric-only mode.
disclosure of Invention
The present invention is directed to a hybrid transmission for a vehicle, which allows the vehicle, particularly a hybrid vehicle, to improve the power performance of an electric drive while simultaneously achieving both power performance and fuel economy in various driving situations.
The above object is achieved by a hybrid transmission for a vehicle, comprising a first input shaft connected to an internal combustion engine of the vehicle, a second input shaft connected to an electric machine of the vehicle, a gear shift device, a planetary gear mechanism and an output shaft, wherein the internal combustion engine is capable of transmitting power to the planetary gear mechanism via the first input shaft and the gear shift device, the electric machine is capable of transmitting power to the planetary gear mechanism via the second input shaft, and the planetary gear mechanism is capable of transmitting power to the output shaft. According to the invention, the shifting device has a first end, a second end and a third end, which are connected to one another in a rotationally fixed manner, wherein the first end is connected to the first input shaft in a rotationally fixed manner, the second end has at least a braking gear and a neutral gear, and the third end is connected to the planetary gear, wherein the second end is connected to the housing of the hybrid transmission in a rotationally fixed manner when the second end is in the braking gear. In the present invention, the terms "input" and "output" are both used in terms of the power transmission direction of the hybrid transmission when the vehicle is driven by the internal combustion engine or the motor, and the power transmission direction on the input shaft or the output shaft in a specific operation mode is not limited herein. Further, the first end, the second end, and the third end are each one or more components divided for convenience of explanation, or are part of components having another function. For example, the first end, which is connected in a rotationally fixed manner to the first input shaft, does not have to be a separate component, but can be a section of the first input shaft which is adjacent to the planetary gear mechanism. Likewise, the third end can also be part of a planetary gear mechanism. Since the first end is connected to the third end in a rotationally fixed manner, the first input shaft is always connected to the planetary gear mechanism in a rotationally fixed manner. When the second end is in a brake gear, the first input shaft is connected with a shell of the hybrid power transmission in a torque-resistant mode, so that the first input shaft cannot rotate, the power of the internal combustion engine cannot be transmitted to the hybrid power transmission, the brake function is achieved, and the electric vehicle is particularly beneficial to pure electric driving of the vehicle. When the second end is in neutral, the first input shaft is connected in a rotationally fixed manner only to a component of the planetary gear set, wherein this component is the component which is connected in a rotationally fixed manner to the third end of the shifting device. Thus, the first input shaft can be braked or the power of the first input shaft can be transmitted to the planetary gear mechanism of the hybrid transmission according to the selection of the gear.
in a preferred embodiment, the planetary gear set comprises a sun gear, a planet carrier and a ring gear, which can transmit power to the output shaft, wherein the second end also has a ring gear, which is connected in a rotationally fixed manner to the ring gear, and the third end is connected in a rotationally fixed manner to the planet carrier or to the sun gear. For example, designing the planetary gear mechanism as a single row planetary gear mechanism and having the ring gear as the power take-off of the planetary gear mechanism has the advantage of reducing the size of the transmission mechanism of the hybrid transmission while ensuring that the planetary gear mechanism is able to carry high loads and provide large gear ratios. When the second end is positioned at the gear ring gear, the anti-torsion connection between the first input shaft and the gear ring is realized, and the power of the internal combustion engine can be directly transmitted to the gear ring, so that the power performance and the fuel economy of high-speed running are facilitated.
In particular, if the third end is connected in a rotationally fixed manner to the planet carrier, the second input shaft is connected in a rotationally fixed manner to the sun gear. Alternatively, when the third end is connected in a rotationally fixed manner to the sun gear, the second input shaft is connected in a rotationally fixed manner to the planet carrier. Providing multiple solutions facilitates flexible deployment according to actual needs. For example, the connection can be designed according to the parameters of the electric machine, so that a high dynamic performance of the electric drive is achieved.
In a further preferred embodiment, the planetary gear set comprises a sun gear, a planet carrier and a ring gear, which can transmit power to the output shaft, wherein the second end also has a planet carrier gear, which is connected to the planet carrier in a rotationally fixed manner, the third end is connected to the sun gear in a rotationally fixed manner, and the second input shaft is connected to the planet carrier in a rotationally fixed manner. When the second end is in the carrier gear, the first input shaft is connected with the carrier in a torsion-proof manner, so that the first input shaft and the second input shaft can rotate synchronously.
In a further preferred embodiment, the planetary gear set comprises a sun gear, a planet carrier and a ring gear, which can transmit power to the output shaft, wherein the second end also has a sun gear, which is connected in a rotationally fixed manner to the sun gear, the third end is connected in a rotationally fixed manner to the planet carrier, and the second input shaft is connected in a rotationally fixed manner to the sun gear. When the second end is positioned at the sun gear block, the first input shaft is connected with the sun gear in a torsion-proof mode, and therefore the first input shaft and the second input shaft can rotate synchronously.
In an advantageous embodiment, the second end of the shifting device is designed as a claw clutch or as a synchronizer. For example, in the case of a claw clutch, a first coupling tooth is provided which is connected to the first end in a rotationally fixed manner. The second end is in a brake gear when the first coupling tooth is moved into engagement with a second coupling tooth arranged non-rotatably on a housing of the hybrid transmission. When the first coupling tooth is moved into engagement with a third coupling tooth arranged in a rotationally fixed manner on the ring gear, the planet carrier or the sun gear, the second end is in the ring gear, the planet carrier or the sun gear. When the first engaging tooth is not engaged with any engaging tooth, the second end is in neutral. Through the scheme of jaw clutch or synchronous ware, can realize a plurality of fender position of second end fast reliably, the cost is lower simultaneously.
In a further advantageous embodiment, the hybrid transmission further comprises a first gearwheel arranged on the output shaft in a rotationally fixed manner, which meshes with an external toothing system provided outside the ring gear. Thereby transmitting power on the planetary gear mechanism to the output shaft of the hybrid transmission.
Advantageously, the vehicle also has a further electric machine, which is connected in a rotationally fixed manner to the first gear via a second gear. For example, the second gear is arranged in a rotationally fixed manner on a motor shaft of the further electric machine, so that the power of the further electric machine is transmitted to the output shaft of the hybrid transmission. Advantageously, according to the invention, the electric machine connected to the second input shaft is an integrated starter generator, and the electric machine connected in a rotationally fixed manner to the first gearwheel via the second gearwheel is a traction motor.
According to the invention, the above-mentioned object is also achieved by a vehicle, in particular a hybrid vehicle, comprising a hybrid transmission having the above-mentioned features.
thus, according to the invention, the following functions can be provided depending on the different states of the internal combustion engine, one or both electric machines and the gear shift device: the electric vehicle is driven by only electric power of the electric motor, the internal combustion engine is started in a vehicle stop state, the internal combustion engine is started during vehicle running, hybrid driving with an ECVT mode, hybrid driving by direct driving of the internal combustion engine, pure internal combustion engine driving, regenerative charging, and standard charging. Particularly in the hybrid drive mode having the ECVT mode, the efficiency of the hybrid drive system of the vehicle, particularly the operating point of the internal combustion engine, can be optimized, so that the hybrid vehicle has good fuel economy. In the starting and low-speed running of the vehicle, the power performance and the efficiency of the driving system are improved. At high speed, the mode of direct drive of the internal combustion engine can be adopted, so that the operating point of the internal combustion engine does not need to be adjusted by losing extra power, and the system efficiency and the fuel economy of the hybrid vehicle are optimized. Furthermore, the electric drive performance of the vehicle according to the invention is also significantly improved.
Drawings
Preferred embodiments of the invention are schematically illustrated by the figures below. The attached drawings are as follows:
Figure 1 is a schematic diagram of a hybrid transmission according to a first preferred embodiment of the present invention,
Figure 2 is a power transmission schematic diagram of the first electric drive mode of the first preferred embodiment and an equivalent lever diagram of the planetary gear mechanism,
Figure 3 is a power transmission schematic diagram of the second electric drive mode of the first preferred embodiment and an equivalent lever diagram of the planetary gear mechanism,
Figure 4 is a power transmission schematic diagram and an equivalent lever diagram of the planetary gear mechanism for the first engine starting mode of the first preferred embodiment,
Figure 5 is a power transmission schematic diagram and equivalent lever diagram of the planetary gear mechanism for the second engine starting mode of the first preferred embodiment,
Figure 6 is a power transmission schematic diagram of the first hybrid mode of the first preferred embodiment and an equivalent lever diagram of the planetary gear mechanism,
Figure 7 is a power transmission diagram of the second hybrid mode of the first preferred embodiment,
Fig 8 is a power transmission diagram of the third hybrid mode of the first preferred embodiment,
Figure 9 is a schematic power transmission diagram for the engine-only drive mode of the first preferred embodiment,
Figure 10 is a power transmission schematic diagram of the recovery charging mode of the first preferred embodiment and an equivalent lever diagram of the planetary gear mechanism,
Figure 11 is a power transmission schematic of the standard charging mode of the first preferred embodiment and an equivalent lever diagram of the planetary gear mechanism,
FIG. 12 is a schematic illustration of a hybrid transmission according to a second preferred embodiment, an
Fig. 13 is a schematic diagram of a hybrid transmission according to a third preferred embodiment.
in the drawings, identical or functionally identical elementsthe same reference numerals are used for the elements. In the equivalent lever diagram of the planetary gear mechanism, nISGis the speed of the integrated starter generator, nTMIs the speed of the traction motor, nICEIs the rotational speed of an engine shaft connected to the internal combustion engine, and ρ is the gear ratio between the ring gear and the sun gear of the planetary gear mechanism.
Detailed Description
Fig. 1 shows a hybrid transmission according to a first preferred embodiment of the present invention. The hybrid transmission is used in a hybrid drive system having an internal combustion engine 1 and two separate electric machines. The two separate electric machines are an integrated starter generator 4, primarily for speed regulation or as a generator, and a traction motor 11, primarily for traction of the vehicle. In the present preferred embodiment, the hybrid transmission has a first input shaft 3 connected to the internal combustion engine 1 (i.e., the engine shaft 3), a second input shaft connected to the integrated starter generator 4 (i.e., the integrated starter generator shaft 5), an output shaft 14, a gear shifting device 6, and a set of planetary gear mechanisms including a carrier 9, a sun gear 7, and a ring gear 8. The engine shaft 3, the planetary gear mechanism, and the integrated starter generator 4 of the hybrid transmission are arranged coaxially, and the integrated starter generator 4 is arranged on the side away from the engine 1 with respect to the planetary gear mechanism.
As shown in fig. 1, in the planetary gear set, the planet carrier 9 is advantageously connected to the internal combustion engine 1 by means of the engine shaft 3 via the dual-mass flywheel 2. The sun gear 7 is connected via the integrated starter-generator shaft 5 to the integrated starter-generator 4, in particular to the rotor of the integrated starter-generator 4. The first gear 13 is disposed on an output shaft 14 of the hybrid transmission, and the first gear 13 meshes with an external tooth portion designed on the outside of the ring gear 8. This enables power to be transmitted between the planetary gear mechanism and the output shaft 14 of the hybrid transmission. Furthermore, a second gear 12 is arranged on the traction motor shaft 10 of the traction motor 11 in a rotationally fixed manner, the second gear 12 and the first gear 13 mesh, the traction motor 11 being able to transmit the power it outputs to the output shaft 14 of the hybrid transmission in this way. In addition, the output shaft 14 of the hybrid transmission is capable of further transmitting power to the wheels through the differential.
as shown in fig. 1, the second end of the shifting device 6 is designed as a claw clutch having a first coupling tooth, which is connected in a rotationally fixed manner to the engine shaft 3, a third coupling tooth, which is connected in a rotationally fixed manner to the ring gear 8, and a second coupling tooth, which is connected in a rotationally fixed manner to the housing of the hybrid transmission, wherein the first coupling tooth can be moved into engagement with the second coupling tooth or with the third coupling tooth. When the first and third engaging teeth of the dog clutch are engaged, that is, when the engine shaft 3 and the ring gear 8 are connected, the ring gear 8, the carrier 9, and the sun gear 7 rotate synchronously, and the torque of the internal combustion engine 1 can be directly transmitted from the engine shaft 3 to the ring gear 8, contributing to a reduction in system power loss during highway travel. When the first engaging tooth and the second engaging tooth of the dog clutch are engaged, that is, when the engine shaft 3 and the housing of the hybrid transmission are connected, the engine shaft 3 cannot rotate either, which is particularly suitable for a case where both the traction motor 11 and the integrated starter generator 4 are in a traction mode and thus drive the vehicle together, which contributes to an improvement in the electric drive performance of the vehicle.
With the hybrid module according to the present preferred embodiment, the following operating modes can be provided according to the different states of the internal combustion engine 1, the integrated starter generator 4, the traction motor 11, and the shifting device:
1) a first electric drive mode, i.e. a mode in which the drive is only by the traction motor 11. As shown in the power transmission diagram above fig. 2, the internal combustion engine 1 and the integrated starter generator 4 are not operated, and the second end of the shifting device 6 is in neutral, i.e., the first coupling teeth of the dog clutch are not engaged with any coupling teeth. Only the traction motor 11 provides power to drive the vehicle. The torque output from the traction motor 11 is transmitted to an output shaft 14 via a traction motor shaft 10 and a pair of gears 12 to 13, thereby rotating the wheels. As shown in the equivalent lever diagram of the planetary gear mechanism in the lower part of fig. 2, the engine shaft 3 connected to the internal combustion engine 1 has a rotational speed of 0, i.e., nICEThe rotation speed of the integrated starter generator 4 is n ═ 0ISG＝-ρ*nTM。
2) Second electric drive dieI.e. a mode driven by both the traction motor 11 and the integrated starter generator 4. As shown in the power transmission diagram above fig. 3, the second end of the shifting device 6 is in the braking position, i.e. the first and second engagement teeth of the dog clutch engage, thereby braking the engine shaft 3 connected to the engine 1, and the traction motor 11 and the integrated starter generator 4 are both in traction operation. The torque output from the traction motor 11 is transmitted to the output shaft 14 via the traction motor shaft 10 and the gear pair 12-13, and the torque output from the integrated starter generator 4 is also transmitted to the output shaft 14 via the integrated starter generator shaft 5, the sun gear 7 of the planetary gear mechanism, the carrier 9, the ring gear 8 and the first gear 13, so that the two motors jointly rotate the wheels. As shown in the equivalent lever diagram of the planetary gear mechanism in the lower part of fig. 2, the engine shaft 3 connected to the internal combustion engine 1 has a rotational speed of 0, i.e., nICEThe rotation speed of the integrated starter generator 4 is n ═ 0ISG＝-ρ*nTM。
3) A first engine start mode in which the internal combustion engine 1 is started in a vehicle stop state. As shown in the power transmission diagram at the top of fig. 4, the traction motor 11 is not operated, and the second end of the shifting device 6 is in neutral, i.e., the first engaging teeth of the dog clutch are not engaged with any engaging teeth. The torque output from the integrated starter generator 4 is transmitted to the internal combustion engine shaft 3 through the integrated starter generator shaft 5, the sun gear 7 of the planetary gear mechanism, and the carrier 9 in this order, thereby starting the internal combustion engine 1 in a state where the vehicle is stopped. As shown in the equivalent lever diagram below FIG. 4, the rotational speed of the traction motor 11 is 0, i.e., nTMThe integrated starter generator 4 drives the internal combustion engine 1, n, 0ISG＝(1+ρ)*nICE。
4) A second engine start mode in which the internal combustion engine 1 is started during running of the vehicle. As shown in the power transmission diagram above fig. 5, the second end of the shifting device 6 is in neutral, i.e. the first coupling teeth of the dog clutch are not engaged with any coupling teeth. The torque output from the traction motor 11 is transmitted to an output shaft 14 through a traction motor shaft 10 and a gear pair 12-13, and the differential drives the wheels to rotate. Meanwhile, the torque output from the integrated starter generator 4 passes through the integrated starter generatorThe generator shaft 5, the sun gear 7 and the planet carrier 9 of the planetary gear mechanism are transmitted to the engine shaft 3, thereby starting the internal combustion engine 1 during vehicle travel. The traction motor 11 is shown in an equivalent lever diagram below fig. 5 at a rotational speed nTMThe rotating, integrated starter-generator 4 drives the internal combustion engine 1, nICE＝1/(1+ρ)*nISG+nTM。
5) A first hybrid drive mode, wherein the drive mode has ECVT functionality and the integrated starter generator 4 operates as a generator. As shown in the power transmission diagram above fig. 6, the second end of the shifting device 6 is in neutral, i.e. the first coupling teeth of the dog clutch are not engaged with any coupling teeth. Torque output from the traction motor 11 is transmitted to the output shaft 14 via the traction motor shaft 10 and the gear pair 12-13, while torque of the internal combustion engine 1 is transmitted from the internal combustion engine shaft 3 to the output shaft 14 via the dual mass flywheel 2, the carrier 9, the ring gear 8 and the first gear 13 in this order to collectively rotate the wheels, and the integrated starter generator 4 functions as a generator for converting mechanical energy (torque) transmitted from the internal combustion engine 1 via the internal combustion engine shaft 3 via the carrier 9, the sun gear 7 and the integrated starter generator shaft 5 in this order into electric energy to be stored in the battery. As shown in the lower equivalent lever diagram of fig. 6, the traction motor 11 and the engine shaft 3 connected to the internal combustion engine 1 are each set at a rotational speed nTMAnd nICERotating, integrated starter-generator 4 reversing, nISG＝-(1+ρ)(nTM-nICE)。
6) A second hybrid drive mode in which the vehicle is hybrid-driven by direct drive of the internal combustion engine, and the integrated starter generator 4 operates as a generator. As shown in fig. 7, the second end of the shifting device 6 is in the ring gear position, i.e., the first engaging teeth of the dog clutch are engaged with the third engaging teeth, whereby the ring gear 8 of the planetary gear mechanism and the engine shaft 3 rotate synchronously, so that the torque of the internal combustion engine 1 is transmitted from the engine shaft 3 to the output shaft 14 via the dual mass flywheel 2, the ring gear 8 of the planetary gear mechanism and the first gear 13 in this order, thereby rotating the wheels, and at the same time, the vehicle does not require the entire power generated by the internal combustion engine 1 while running, and the integrated starter generator 4 functions as a generator for converting the excess kinetic energy of the internal combustion engine 1 transmitted via the engine shaft 3, the carrier 9 of the first planetary gear mechanism, the sun gear 7 and the integrated starter generator shaft 5 into electric energy to be stored in the battery, thereby. This mode of connecting the engine shaft 3 and the ring gear 8 connected to the internal combustion engine 1 and outputting power directly to the output shaft 14 of the hybrid transmission contributes to a reduction in system power loss during highway driving.
7) A third hybrid drive mode, in which the vehicle is hybrid-driven by direct drive of the internal combustion engine, and the integrated starter generator 4 operates as a traction motor. As shown in fig. 8, the second end of the shifting device 6 is in the ring gear stage, i.e., the first engaging teeth of the dog clutch are engaged with the third engaging teeth, whereby the ring gear 8 of the planetary gear mechanism and the engine shaft 3 rotate synchronously, so that the torque of the internal combustion engine 1 is transmitted from the engine shaft 3 to the output shaft 14 through the dual mass flywheel 2, the ring gear 8 of the planetary gear mechanism, and the first gear pair 13 in this order, and at the same time, the integrated starter generator 4 functions as a traction motor, the output torque of which is transmitted from the integrated starter generator shaft 5 to the output shaft 14 through the sun gear 7, the carrier 9, the ring gear 8, and the first gear 13 in this order, and further, the torque output from the traction motor 11 is transmitted to the output shaft 14 through the traction motor shaft 10 and the gear pairs 12 to 13, thereby collectively rotating. This mode of connecting the engine shaft 3 and the ring gear 8 connected to the internal combustion engine 1 and outputting power directly to the output shaft 14 of the hybrid transmission contributes to a reduction in system power loss during highway driving.
8) In the pure engine drive mode, as shown in fig. 9, the integrated starter generator 4 and the traction motor 11 are not operated, and the second end of the shifting device 6 is in the ring gear position, i.e., the first engagement teeth of the dog clutch are engaged with the third engagement teeth, whereby the ring gear 8 of the planetary gear mechanism and the engine shaft 3 rotate synchronously. The internal combustion engine 1 is the only source of power, the torque of which is transmitted from the engine shaft 3 to the output shaft 14 via the dual mass flywheel 2, the ring gear 8 and the first gear wheel 13 in that order, thus driving the wheels. The pure internal combustion engine driving mode is particularly suitable for road running with the vehicle speed of more than 80km/h, wherein nTM＝nICE＝nISG。
8) RecoveringIn the charging mode, as shown in the power transmission diagram at the top of fig. 10, the internal combustion engine 1 and the integrated starter generator 4 are not operated, the second end of the shifting device 6 is in neutral, i.e., the first engagement teeth of the dog clutch are not engaged with any engagement teeth, and the traction motor 11 recovers the braking power of the wheels passing through the gear pair 12, 13 and the traction motor shaft 10 in the generator mode, converting the mechanical energy into electric energy. As shown in the equivalent lever diagram below fig. 10, during the recovery charging, the engine shaft speed connected to the engine 1 is 0, that is, nICESpeed n of the integrated starter generator 4 being 0ISG＝-ρ*nTM。
9) In the standard charging mode, as shown in the power transmission diagram at the top of fig. 11, the traction motor 11 is not operated, the second end of the shift device 6 is in neutral, i.e., the first engaging tooth of the dog clutch is not engaged with any engaging tooth, the integrated starter generator 4 functions as a generator, and converts the kinetic energy of the internal combustion engine 1, which is transmitted from the engine shaft 3 sequentially through the carrier 9 and the sun gear 7, into electric energy to be stored in the storage battery, thereby performing standard charging. As shown in the equivalent lever diagram below FIG. 11, during standard charging, the traction motor speed is 0, i.e., nTMThe internal combustion engine 1 rotates the integrated starter generator 4 at 0, the speed relationship of which is defined by nISG＝(1+ρ)*nICEAnd (4) showing.
Fig. 12 shows a schematic diagram of a hybrid transmission according to a second preferred embodiment. The second preferred embodiment is actually a variation of the first preferred embodiment illustrated by fig. 1. The difference is that in the planetary gear, the sun gear 7 is connected to the internal combustion engine 1 by means of the first input shaft 3 (i.e. the engine shaft), advantageously via the dual-mass flywheel 2, and the planet carrier 9 is connected to the integrated starter generator 4, in particular to the rotor of the integrated starter generator 4, by means of the second input shaft 5 (i.e. the integrated starter generator shaft). Thus, when the second end of the shifting device 6 is in the ring gear, i.e. the first and third engagement teeth of the dog clutch are engaged, the engine shaft 3 and the ring gear 8 are connected, so that the sun gear 7 and the ring gear 8 are connected, the ring gear 8, the planet carrier 9 and the sun gear 7 rotate synchronously, and the torque of the internal combustion engine 1 can be transmitted directly from the engine shaft 3 to the ring gear 8, contributing to a reduction of system power loss during highway driving. When the second end of the shifting device 6 is in the braking position, i.e. when the first and second coupling teeth of the claw clutch engage, the engine shaft 3 and the housing of the hybrid transmission are connected, so that the engine shaft 3 is braked, which is particularly suitable for the case in which both the traction motor 11 and the integrated starter generator 4 are in the traction mode and thus jointly drive the vehicle, which contributes to an improvement in the electric drive performance of the vehicle.
Fig. 13 shows a schematic diagram of a hybrid transmission according to a third preferred embodiment. The second preferred embodiment is a variation of the second preferred embodiment shown by fig. 12. The difference is that instead of the third coupling tooth of the claw clutch being formed on the ring gear 8 of the planetary gear, the third coupling tooth is formed on the carrier 9, the first coupling tooth remaining rotationally fixed to the engine shaft 3 and the second coupling tooth remaining rotationally fixed to the housing of the hybrid transmission. Thus, when the second end of the shifting device 6 is in the carrier gear, i.e., the first and third engagement teeth of the dog clutch are engaged, the engine shaft 3 and the carrier 9 are connected, so that the sun gear 7 and the carrier 9 are connected, the ring gear 8, the carrier 9 and the sun gear 7 rotate synchronously, and the torque of the internal combustion engine 1 can be transmitted from the engine shaft 3 to the ring gear 8 through one-step speed change, achieving speed change in a limited mechanical space. When the second end of the shifting device 6 is in the braking position, i.e. when the first and second coupling teeth of the claw clutch engage, the engine shaft 3 cannot rotate, so that the engine shaft 3 is braked, which is particularly suitable for the case where both the traction motor 11 and the integrated starter generator 4 are in the traction mode and thus jointly drive the vehicle, which contributes to an improvement in the electric drive performance of the vehicle.
Although possible embodiments have been described by way of example in the above description, it should be understood that numerous embodiment variations exist, still by way of combination of all technical features and embodiments that are known and that are obvious to a person skilled in the art. It should also be appreciated that the exemplary embodiment or exemplary embodiments are only examples, and are not intended to limit the scope, applicability, or configuration of the invention in any way. From the foregoing description, one of ordinary skill in the art will more particularly provide a technical guide to convert at least one exemplary embodiment, wherein various changes may be made, particularly in matters of function and structure of the components described, without departing from the scope of the following claims.
List of reference numerals
1 internal combustion engine
2 double-mass flywheel
3 first input shaft, engine shaft
4 Integrated starter generator
5 second input shaft, Integrated Starter Generator shaft
6 gearshift
7 sun gear
8 gear ring
9 planetary carrier
10 traction motor shaft
11 traction motor
12 second gear
13 first gear
14 output shaft

Claims (10)

1. A hybrid transmission for a vehicle, comprising a first input shaft (3) connected to an internal combustion engine (1) of the vehicle, a second input shaft (5) connected to an electric machine (4) of the vehicle, a gear shift device (6), a planetary gear mechanism and an output shaft (14), wherein the internal combustion engine (1) is capable of transmitting power to the planetary gear mechanism via the first input shaft (3) and the gear shift device (6), the electric machine (4) is capable of transmitting power to the planetary gear mechanism via the second input shaft (5), and the planetary gear mechanism is capable of transmitting power to the output shaft (14),
Characterized in that the shifting device (6) has a first end, a second end and a third end which are connected to each other in a rotationally fixed manner, wherein the first end is connected to the first input shaft (3) in a rotationally fixed manner, wherein the second end has at least a braking gear and a neutral gear, wherein the third end is connected to the planetary gear, wherein the second end is connected to the housing of the hybrid transmission in a rotationally fixed manner when the second end is in the braking gear.
2. Hybrid transmission according to claim 1, characterised in that the planetary gear comprises a sun gear (7), a planet carrier (9) and a ring gear (8), the ring gear (8) being capable of transmitting power to the output shaft (14), wherein the second end further has a ring gear stage that realizes a non-rotatable connection with the ring gear (8), and the third end is non-rotatable connected with the planet carrier (9) or the sun gear (7).
3. Hybrid transmission according to claim 2, characterised in that the second input shaft (5) is connected in a rotationally fixed manner to the sun gear (7) if the third end is connected in a rotationally fixed manner to the planet carrier (9).
4. Hybrid transmission according to claim 2, characterised in that the second input shaft (5) is connected in a rotationally fixed manner to the planet carrier (9) when the third end is connected in a rotationally fixed manner to the sun gear (7).
5. Hybrid transmission according to claim 1, characterised in that said planetary gear comprises a sun gear (7), a planet carrier (9) and a ring gear (8), said ring gear (8) being able to transmit power to said output shaft (14), wherein said second end further has a planet carrier gear that realizes a non-rotatable connection with said planet carrier (9), said third end being non-rotatable connected with said sun gear (7), said second input shaft (5) being non-rotatable connected with said planet carrier (9).
6. Hybrid transmission according to claim 1, characterised in that said planetary gear comprises a sun gear (7), a planet carrier (9) and a ring gear (8), said ring gear (8) being able to transmit power to said output shaft (14), wherein said second end further has a sun gear stage that realizes a non-rotatable connection with said sun gear (7), said third end being non-rotatable connected with said planet carrier (9), said second input shaft (5) being non-rotatable connected with said sun gear (7).
7. Hybrid transmission according to one of claims 1 to 6, characterized in that the second end is designed as a dog clutch or as a synchronizer.
8. Hybrid transmission according to one of claims 1 to 6, characterized in that it further comprises a first gear wheel (13) arranged non-rotatably on the output shaft (14), which first gear wheel (13) meshes with an external toothing designed outside the ring gear (8).
9. Hybrid transmission according to claim 8, characterised in that the vehicle also has a further electric machine (11), which further electric machine (11) is connected in a rotationally fixed manner to the first gearwheel (13) via a second gearwheel (12).
10. A vehicle having a hybrid transmission according to any one of the preceding claims.
CN201810588348.5A 2018-06-08 2018-06-08 Hybrid transmission and vehicle Pending CN110576730A (en)

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Application publication date: 20191217