Hybrid power assembly with multimode compound planets

Abstract

The invention discloses a hybrid power assembly with multimode compound planets. An engine, an elastic damper, a first motor, a first planetary line, a second planetary line, and a second motor are coaxially and sequentially mounted. An output shaft of the hybrid power assembly is connected to the second planetary line. A first shift brake is connected to the output shaft of the first motor and the first planetary line. A second shift brake is connected to the first planetary line and the second planetary line. A third shift brake is connected to an output shaft of the second planetary line and an output shaft of the second motor. A controller is electrically connected to a storage battery, the engine, the first motor, the first motor, the first shift brake, the second shift brake and the third shift brake. The hybrid power assembly with multimode compound planets has the advantages of being high in transmission efficiency, low in running and production cost, high in reliability, good in load capacity, long in service life and good in cost-performance.

Description

technical field [0001] The invention relates to the field of automobile manufacturing, in particular to a multi-mode composite planetary hybrid power assembly. Background technique [0002] With the continuous advancement of the new energy bus industry, higher fuel efficiency, higher reliability and lower cost of the whole vehicle are becoming more and more important. Simple power structure design, rich driving modes, high-reliability shift clutch module and transmission components, and the adoption of high-speed and low-torque motors have become the best solution to solve the power system for future normalized plug-in hybrid buses. [0003] For plug-in hybrid buses, most of them use diesel engines as the "oil" power source. The high-efficiency and economical fuel zone speed range of larger power diesel engines is generally 900rpm-1800rpm, and the limit operating speed generally does not exceed 2600rpm. In addition, the country adopts a maximum speed limit of 60Km / h for bus...

AI Technical Summary

Problems solved by technology

[0004] In the traditional ISG plug-in hybrid electric bus power system, the main drive motor is generally used to directly drive the rear axle. This solution causes the motor to run below 900rpm most of the time, and the motor torque value is generally 600Nm-2600Nm. These two conditions lead to the large volume of the motor structure and the ISG system (the weight is generally not less than 600kg, the axial length is generally not less than 920mm, and the outer diameter is generally not less than 500mm), and the pressure of the electrical system is difficult to adapt to the new generation of plug-in hybrids. system requirement

In addition, when the vehicle is driven by the diesel engine, the ISG motor and the main drive motor are used as the transmission shaft to follow the rotation all the time. Since the rotors of the above motors generally use grease-lubricated and maintenance-free large-brand bearings, it is difficult for these bearings to withstand high-speed rotation for a long time; at the same time, in The energy loss on the transmission chain is greatly increased; the rotor inertia of the ISG motor and the main drive motor is extremely large, which seriously affects the fast start and fast braking performance of the vehicle; it is difficult to realize the high-efficiency driving mode of the engine at constant speed

Therefore, the traditional ISG plug-in hybrid system has technical problems of low efficiency and high cost

[0005] The traditional AMT shifting scheme is flexible in power shifting, dynamic load overload buffering, execution of vehicle VCU command response reliability and speed is low, deceleration-acceleration gear fast switching is slow and low efficiency (the gear on the intermediate shaft and the gear shift The parts are all immersed in the high viscosity gear oil, the first shaft, the output shaft gear and the counter shaft gear rotate in the opposite direction, causing the internal oil fluid to impact and shear each other, and the oil churning loss is very large), the shift fork shift mechanism impacts shifting Higher probability of shedding particles making it difficult to execute shift commands

Therefore, it is not suitable for use in the auxiliary motor drive system; in addition, the torque power requirements of the gear selection actuator and the gear shift actuator are relatively large (the energy consumption of gear shifting is large, and the driving motor voltage is generally DC24V, which comes from DCDC conversion), accuracy High demand, multiple sensor layouts, complex control logic, and high direct costs

The traditional AMT shifting scheme also has the technical problems of large internal loss, low efficiency and high cost

[0006] Although the traditional wet AT shifting scheme has been well solved in terms of flexible switching of power shifting, buffering of dynamic load overload and execution of VCU commands of the whole vehicle, it is difficult to guarantee the reliability of hydraulic actuators (hydraulic cylinders and pistons inside the gearbox The mechanism has large outer diameter, short stroke, extremely high requirements on cavity casting quality, high machining accuracy), low efficiency (multiple sets of wet friction plates inside have very large oil churning loss and oil film shear loss), planetary transmission mechanism The bearing capacity is limited (the radial dimension of the planetary transmission has the greatest influence on the transmission torque capacity, the wet friction plate occupies a large radial space size, and considering the reduction of the tangential linear velocity of the friction plate, therefore, the radial dimension of the planetary transmission mechanism Constraints to size), large heat generation and complex lubricating oil circuit (heat dissipation and filtering debris become two prominent problems in traditional wet AT design), ATF oil has a short life cycle and high maintenance costs

The traditional wet AT shifting scheme has technical problems such as low reliability, low efficiency, small carrying capacity, and short service life

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