[0046] The exemplary embodiments of the present invention are described below with reference to the drawings. It should be understood that these specific descriptions are only used to teach those skilled in the art how to implement the present invention, not to exhaust all possible ways of the present invention, nor to limit the scope of the present invention. In the present invention, "transmission coupling" refers to the ability to transmit torque between two components, and unless otherwise specified, it means that the two components are directly connected or transmitted through a gear mechanism or the like. Hereinafter, the structure of the vehicle power system according to the first embodiment of the present invention will be explained first.
[0047] (Structure of the vehicle power system according to the first embodiment of the present invention)
[0048] Such as figure 1 As shown, the vehicle power system according to the first embodiment of the present invention includes an engine ICE, a first motor TM1, a second motor TM2, a transmission T, and a differential DM.
[0049] Specifically, in this embodiment, the engine ICE and the first motor TM1 and the second motor TM2 are located on opposite sides of the transmission T. The output shaft of the engine ICE is coaxially connected with the second input shaft S2 of the transmission T, so that the engine ICE can transmit torque to the transmission T via the second input shaft S2 or receive torque from the transmission T via the second input shaft S2. In particular, the output shaft of the engine ICE may be connected to the second input shaft S2 via a damping mechanism such as a dual-mass flywheel.
[0050] In this embodiment, the input/output shaft of the first motor TM1 and the first input shaft S1 of the transmission T are connected in a coaxial manner, so that torque can be transmitted between the first motor TM1 and the transmission T in both directions. When the first motor TM1 is supplied with electric energy from a battery (not shown), the first motor TM1 acts as a motor to transmit torque to the first input shaft S1 of the transmission T, and the first motor TM1 obtains torque from the first input shaft S1 In the case, the first motor TM1 acts as a generator to charge the battery.
[0051] In this embodiment, the input/output shaft of the second motor TM2 and the output shaft S3 of the transmission T are always drivingly connected through a gear pair composed of gears G11 and G13, so that the second motor TM2 and the transmission T can transmit torque in both directions. . The second motor TM2 may share the aforementioned battery with the first motor TM1. In the case where the second motor TM2 is supplied with electric energy from a battery (not shown), the second motor TM2 acts as a motor to transmit torque to the output shaft S3 of the transmission T, and in the case where the second motor TM2 obtains torque from the output shaft S3, The second motor TM2 acts as a generator to charge the battery.
[0052] Further, in this embodiment, the transmission T includes a first input shaft S1, a second input shaft S2, and an output shaft S3. The first input shaft S1 and the second input shaft S2 are arranged in a coaxial manner. The output shaft S3 is arranged in parallel with the first input shaft S1 and the second input shaft S2 spaced apart and the output shaft S3 is selectively drivingly coupled with the first input shaft S1 and the second input shaft S2 via the planetary gear mechanism of the transmission T.
[0053] In addition, the transmission T further includes a planetary gear mechanism, a synchromesh mechanism A, and a plurality of gears G11, G12, and G13.
[0054] The planetary gear mechanism includes a sun gear SU, a plurality of planet gears PG, a planet gear carrier P and a ring gear R. The sun gear SU and the first input shaft S1 are mounted coaxially and in a torsion-proof manner, and the first input shaft S1 linearly extends from the sun gear SU toward the first motor TM1. The multiple planetary gears PG are located on the radially outer side of the sun gear SU and are always in mesh with the sun gear SU, and the multiple planetary gears PG are all mounted on the planetary gear carrier P. The planetary carrier P and the second input shaft S2 are mounted together in a coaxial and torsion-resistant manner, and the second input shaft S2 linearly extends from the planetary carrier P toward the engine ICE. The ring gear R is always in mesh with the plurality of planetary gears PG from the radially outer side. The ring gear R also includes external teeth and is always in mesh with the gear G11 provided on the output shaft S3 in a torsion-resistant manner.
[0055] The synchromesh mechanism A includes a synchronizer, a synchronizer gear, and an actuator. The synchromesh mechanism A is provided on the second input shaft S2, the housing of the transmission T, and the ring gear R of the planetary gear mechanism. The synchromesh mechanism A is used to change the state of the second input shaft S2. In other words, when the synchromesh mechanism A moves to one side ( figure 1 When the second input shaft S2 is connected to the housing of the transmission T in a torque-proof manner, that is, the second input shaft S2 and the planet carrier P cannot rotate relative to the housing of the transmission T; when Synchronous meshing mechanism A to the other side ( figure 1 When the middle right side) is engaged, the second input shaft S2 and the ring gear R of the planetary gear mechanism are connected in a torsion-resistant manner, that is to say, the second input shaft S2 and the planet carrier P cannot rotate relative to the ring gear R; When the synchromesh mechanism A is disengaged, both the second input shaft S2 and the planet carrier P can rotate relative to the housing of the transmission T and the ring gear R.
[0056] The gear pair composed of gears G11, G12, and G13 will be described below.
[0057] The gear G11 is arranged on the output shaft S3 in a torsion-proof manner, and the gear G13 is arranged on the input/output shaft of the second motor TM2 in a torsion-proof manner. The gear G11 and the gear G13 are always in meshing state. In this way, it is possible to change the transmission ratio of the torque transmission path from the second electric motor TM2 without significantly increasing the volume of the transmission T.
[0058] The gear G12 is arranged on the output shaft S3 in a torsion-resistant manner, and the gear G12 and the input gear of the differential DM are always in meshing state. In this way, the gear pair formed by the gear G12 and the input gear of the differential DM can make the output shaft S3 and the differential DM always be in a transmission coupling state.
[0059] In this embodiment, the differential DM may be a conventional differential. The differential DM may not be included in the transmission T, or the differential DM may be integrated into the transmission T as required. The torque from the engine ICE, the first motor TM1 and/or the second motor TM2 can be transmitted to the differential DM via the transmission T to be further output to the wheels W of the vehicle.
[0060] The specific structure of the vehicle power system according to the first embodiment of the present invention has been described in detail above, and the working mode and torque transmission path of the vehicle power system will be exemplified below.
[0061] (Operation mode and corresponding torque transmission path of the vehicle power system according to the first embodiment of the present invention)
[0062] figure 1 The vehicle power system according to the first embodiment of the present invention shown in may have the following ten operating modes: a first pure motor drive mode, a second pure motor drive mode, a pure engine drive mode, and a first hybrid drive Mode, second hybrid drive mode, charging mode while driving, charging mode while parking, starting engine mode while driving, starting engine mode while parking, and braking energy recovery mode.
[0063] The following Table 1 shows the operating states of the engine ICE, the first motor TM1, the second motor TM2, and the synchromesh mechanism A in the above ten operating modes.
[0064] 【Table 1】
[0065]
[0066] The contents in Table 1 above are explained as follows.
[0067] 1. ICE, TM1, TM2, and A in the first row of Table 1 are figure 1 Corresponding to the reference signs in the figure 1 The engine ICE, the first motor TM1, the second motor TM2, and the synchromesh mechanism A in the vehicle power system in.
[0068] 2. About the symbol "█"
[0069] For the columns of ICE, TM1 and TM2 in Table 1, the symbol indicates that the engine ICE, the first motor TM1 and the second motor TM2 are in operation, and the absence of this symbol indicates that the engine ICE, the first motor TM1 and the second motor TM2 are in operation. Stop state.
[0070] For the column A in Table 1, when the symbol appears in the "left" column, it means that the synchromesh mechanism A is engaged to one side, and when the symbol appears in the "right" column, it means the synchromesh mechanism A It is in the state of being engaged to the other side. When the symbol appears in the column of "Middle", it means that the synchromesh mechanism A is in the disengaged state.
[0071] Combine Table 1 above and Figure 2a1 to Figure 2j2 , Further to figure 1 The working mode of the vehicle power system and the corresponding torque transmission path in the vehicle power system will be described in more detail.
[0072] When the vehicle power system is in the first pure motor drive mode,
[0073] The engine ICE is in a stopped state;
[0074] The first motor TM1 is in a stopped state;
[0075] The second motor TM2 is in a driving state;
[0076] In the transmission T, the synchromesh mechanism A is disengaged.
[0077] Like this Figure 2a1 , The second motor TM2 transmits torque to the differential DM via gear G13→gear G11→output shaft S3→gear G12 for driving wheels W. Such as Figure 2a2 As shown, R means ring gear, P means planet carrier, SU means sun gear, n TM2 Indicates the speed of the gear ring on the side of the second motor TM2, n ICE Indicates the speed of the engine, n TM1 Indicates the speed of the first motor TM1. In the first pure motor drive mode, n ICE = 0, n TM1 =-ρ×n TM2 (ρ is the transmission ratio between the ring gear R and the sun gear SU).
[0078] When the vehicle power system is in the second pure motor drive mode,
[0079] The engine ICE is in a stopped state;
[0080] The first motor TM1 is in a driving state;
[0081] The second motor TM2 is in a driving state;
[0082] In the transmission T, the synchromesh mechanism A is engaged to one side.
[0083] Like this Figure 2b1 As shown, the first motor TM1 transmits torque to the differential DM for driving the wheels W via the first input shaft S1→sun gear SU→planet gear PG→ring gear R→gear G11→output shaft S3→gear G12; The second motor TM2 transmits torque to the differential DM via gear G13→gear G11→output shaft S3→gear G12 for driving wheels W. Such as Figure 2b2 As shown, R means ring gear, P means planet carrier, SU means sun gear, n TM2 Indicates the speed of the gear ring on the side of the second motor TM2, n ICE Indicates the speed of the engine, n TM1 Represents the speed of the first motor TM1, in the second pure motor drive mode, n ICE = 0, n TM1 =-ρ×n TM2 (ρ is the transmission ratio between the ring gear R and the sun gear SU).
[0084] When the vehicle power system is in pure engine drive mode,
[0085] Engine ICE is in driving state;
[0086] The first motor TM1 is in a stopped state;
[0087] The second motor TM2 is in a stopped state;
[0088] In the transmission T, the synchromesh mechanism A is engaged to the other side.
[0089] Like this Figure 2c1 As shown, the engine ICE transmits torque to the differential DM for driving the wheels W via the second input shaft S2→synchronous meshing mechanism A→ring gear R→gear G11→output shaft S3→gear G12. When the vehicle speed is high (for example, greater than 80 kilometers/hour or 100 kilometers/hour), the engine ICE works in a state of high efficiency to directly drive the vehicle. Therefore, there is no way through the first motor TM1 and the first motor TM1. The second motor TM2 converts mechanical energy to electrical energy, thereby optimizing system efficiency and providing better fuel economy. Such as Figure 2c2 As shown, R means ring gear, P means planet carrier, SU means sun gear, n TM2 Indicates the speed of the gear ring on the side of the second motor TM2, n ICE Indicates the speed of the engine, n TM1 Indicates the speed of the first motor TM1, in the pure engine drive mode, n ICE = N TM1 = N TM2.
[0090] When the vehicle power system is in the first hybrid drive mode,
[0091] Engine ICE is in driving state;
[0092] The first motor TM1 is in a driving state;
[0093] The second motor TM2 is in a driving state;
[0094] In the transmission T, the synchromesh mechanism A is disengaged.
[0095] Like this Figure 2d1 As shown, the engine ICE transmits torque to the differential DM via the second input shaft S2 → planetary carrier P → planetary gear PG → ring gear R → gear G11 → output shaft S3 → gear G12 to drive the wheels W; first The motor TM1 transmits torque to the differential DM via the first input shaft S1→sun gear SU→planet gear PG→ring gear R→gear G11→output shaft S3→gear G12 for driving the wheels W; the second motor TM2 via gears G13→gear G11→output shaft S3→gear G12 transmits torque to the differential DM for driving the wheels W. Such as Figure 2d2 As shown, R means ring gear, P means planet carrier, SU means sun gear, n TM2 Indicates the speed of the gear ring on the side of the second motor TM2, n ICE Indicates the speed of the engine, n TM1 Indicates the speed of the first motor TM1. In the first hybrid drive mode, n TM1 n ICE n TM2.
[0096] In addition, in this working mode, the synchromesh mechanism A can also be engaged to the other side, so that the engine ICE transmits torque to the differential DM via the second input shaft S2 → ring gear R → gear G11 → output shaft S3 → gear G12 For driving the wheels W; the first motor TM1 transmits torque to the differential DM via the first input shaft S1→sun gear SU→planet gear PG→ring gear R→gear G11→output shaft S3→gear G12 for driving Wheel W.
[0097] When the vehicle power system is in the second hybrid drive mode,
[0098] Engine ICE is in driving state;
[0099] The first motor TM1 is in a power generation state;
[0100] The second motor TM2 is in a driving state;
[0101] In the transmission T, the synchromesh mechanism A is disengaged.
[0102] Like this Figure 2e1 As shown, the engine ICE transmits torque to the first motor TM1 via the second input shaft S2→planet carrier P→planet gear PG→sun gear SU→first input shaft S1 for driving the first motor TM1 to generate electricity; The second input shaft S2→the planetary carrier P→the planetary gear PG→the ring gear R→the gear G11→the output shaft S3→the gear G12 transmits torque to the differential DM for driving the wheels W; the second motor TM2 passes through the gear G13→ Gear G11→output shaft S3→gear G12 transmits torque to the differential DM for driving the wheels W. Such as Figure 2e2 As shown, R means ring gear, P means planet carrier, SU means sun gear, n TM2 Indicates the speed of the gear ring on the side of the second motor TM2, n ICE Indicates the speed of the engine, n TM1 Indicates the speed of the first motor TM1, in the second hybrid drive mode, n TM2 n ICE n TM1.
[0103] When the vehicle power system is in the charging mode while driving,
[0104] Engine ICE is in driving state;
[0105] The first motor TM1 is in a power generation state;
[0106] The second motor TM2 is in a stopped state;
[0107] In the transmission T, the synchromesh mechanism A is engaged to the other side.
[0108] Like this Figure 2f1 As shown, the engine ICE transmits torque to the first motor TM1 via the second input shaft S2→planet carrier P→planet gear PG→sun gear SU→first input shaft S1 for driving the first motor TM1 to generate electricity; The second input shaft S2→ring gear R→gear G11→output shaft S3→gear G12 transmits torque to the differential DM for driving the wheels W. When the vehicle speed is high (for example, greater than 80 kilometers/hour or 100 kilometers/hour), the engine ICE works in a state of high efficiency to directly drive the vehicle. Such as Figure 2f2 As shown, R means ring gear, P means planet carrier, SU means sun gear, n TM2 Indicates the speed of the gear ring on the side of the second motor TM2, n ICE Indicates the speed of the engine, n TM1 Indicates the speed of the first motor TM1, in the charging mode while driving, n ICE = N TM1 = N TM2.
[0109] When the vehicle power system is in the charging mode when parking,
[0110] Engine ICE is in driving state;
[0111] The first motor TM1 is in a power generation state;
[0112] The second motor TM2 is in a stopped state;
[0113] In the transmission T, the synchromesh mechanism A is disengaged.
[0114] Like this Figure 2g1 As shown, the engine ICE transmits torque to the first electric motor TM1 via the second input shaft S2 → planetary carrier P → planetary gear PG → sun gear SU → first input shaft S1 to drive the first electric motor TM1 to generate electricity. Such as Figure 2g2 As shown, R means ring gear, P means planet carrier, SU means sun gear, n TM2 Indicates the speed of the gear ring on the side of the second motor TM2, n ICE Indicates the speed of the engine, n TM1 Indicates the speed of the first motor TM1, in the charging mode at parking, n TM2 = 0, n TM1 =(1+ρ)×n ICE (ρ is the transmission ratio between the ring gear R and the sun gear SU).
[0115] When the vehicle's power system is in the driving mode and the engine is started,
[0116] The engine ICE is in the starting state;
[0117] The first motor TM1 is in a driving state;
[0118] The second motor TM2 is in a driving state;
[0119] In the transmission T, the synchromesh mechanism A is disengaged.
[0120] Like this Figure 2h1 As shown, the first motor TM1 transmits torque to the engine ICE via the first input shaft S1→sun gear SU→planet gear PG→planet carrier P→the second input shaft S2 for starting the engine ICE; the second motor TM2 via gears G13→gear G11→output shaft S3→gear G12 transmits torque to the differential DM for driving the wheels W. Such as Figure 2h2 As shown, R means ring gear, P means planet gear carrier, SU means sun gear, n TM2 Indicates the speed of the gear ring on the side of the second motor TM2, n ICE Indicates the speed of the engine, n TM1 Indicates the rotation speed of the first motor TM1. In the mode of starting the engine while driving, n TM1 n ICE n TM2.
[0121] When the vehicle's power system is in the start of the engine mode when parking,
[0122] The engine ICE is in the starting state;
[0123] The first motor TM1 is in a driving state;
[0124] The second motor TM2 is in a stopped state;
[0125] In the transmission T, the synchromesh mechanism A is disengaged.
[0126] Like this Figure 2i1 As shown, the first electric motor TM1 transmits torque to the engine ICE via the first input shaft S1→sun gear SU→planet gear PG→planet carrier P→second input shaft S2 for starting the engine ICE. Such as Figure 2i2 As shown, R means ring gear, P means planet carrier, SU means sun gear, n TM2 Indicates the speed of the gear ring on the side of the second motor TM2, n ICE Indicates the speed of the engine, n TM1 Indicates the rotation speed of the first motor TM1. In the mode of starting the engine when parking, n TM2 = 0, n TM1 =(1+ρ)×n ICE (ρ is the transmission ratio between the ring gear R and the sun gear SU).
[0127] When the vehicle power system is in the braking energy recovery mode,
[0128] The engine ICE is in a stopped state;
[0129] The first motor TM1 is in a stopped state;
[0130] The second motor TM2 is in a power generation state;
[0131] In the transmission T, the synchromesh mechanism A is disengaged.
[0132] Like this Figure 2j1 As shown, the torque from the wheel W transmits torque to the second motor TM2 via the differential DM→gear G12→output shaft S3→gear G11→gear G13 for driving the second motor TM2 to generate electricity. Such as Figure 2j2 As shown, R means ring gear, P means planet gear carrier, SU means sun gear, n TM2 Indicates the speed of the gear ring on the side of the second motor TM2, n ICE Represents the engine speed, n TM1 Indicates the speed of the first motor TM1, in the braking energy recovery mode, n ICE = 0, n TM1 =-ρ×n TM2 (ρ is the transmission ratio between the ring gear R and the sun gear SU).
[0133] In summary, the present invention provides a vehicle power system, the number of gears and the number of working modes can be adjusted as needed, and is not limited to the examples listed in the above specific embodiments. In addition, the following supplementary explanation is given.
[0134] (i) The vehicle power system according to the first embodiment of the present invention can realize different hybrid drive modes, and therefore can optimize system efficiency and engine operating point, and therefore has good fuel economy.
[0135] (ii) The vehicle power system according to the first embodiment of the present invention also improves the dynamic performance of the vehicle and increases the system efficiency. The two motors TM1 and TM2 in the vehicle power system according to the first embodiment of the present invention can be used for driving at the same time. Therefore, the requirement for the second motor TM2 is lower, and the size and dimensions related to the second motor TM2 are saved. Cost requirements.
[0136] (iii) The present invention also provides a vehicle including the above-mentioned vehicle power system.
[0137] The structure and operation mode of the vehicle power system according to the first embodiment of the present invention have been described above, and the structure of the vehicle power system according to the second embodiment of the present invention will be described below.
[0138] (Structure of the vehicle power system according to the second embodiment of the present invention)
[0139] The structure of the vehicle power system according to the second embodiment of the present invention is substantially the same as the structure of the vehicle power system according to the first embodiment of the present invention, such as image 3 As shown, compared with the first embodiment, only the engine is omitted. Therefore, the vehicle power system according to the second embodiment of the present invention provides a dual-motor drive system, which can realize a modular design and be used for various pure electric vehicles.
[0140] The structure of the vehicle power system according to the second embodiment of the present invention has been described above, and the structure of the vehicle power system according to the third embodiment of the present invention will be described below.
[0141] (Structure of the vehicle power system according to the third embodiment of the present invention)
[0142] The structure of the vehicle power system according to the third embodiment of the present invention is substantially the same as the structure of the vehicle power system according to the first embodiment of the present invention, such as Figure 4 As shown, compared with the first embodiment, only the engine and the second electric machine are omitted. Therefore, the vehicle power system according to the third embodiment of the present invention provides a single-motor drive system (a two-speed electric bridge drive system realized by the synchromesh mechanism A), which can be used to realize a high-performance electric vehicle, and The two-speed electric axle drive system can improve driving performance and improve efficiency.
