A hybrid vehicle transmission device

Abstract

The present invention relates to a hybrid vehicle transmission device, the device comprising: a planetary gear coupling mechanism comprising a single planet row and a double planet row, the single planet row comprising a first sun gear, a first planet gear, a first planet carrier, and a first gear ring, and the double planet row comprising a second sun gear, an inner planet gear, an outer planet gear, a second planet carrier, and a second gear ring; an input shaft is used as a first transmission shaft, two sun gears are connected to the rotor shaft of a second motor after being connected to form a second transmission shaft, two planet carriers are connected to form a third transmission shaft, the first gear ring is connected to the rotor shaft of the first motor to form a fourth transmission shaft, and the second gear ring constitutes an output shaft; the input shaft is connected to an output end of an engine through a torsional damper; one end of a first brake is connected to the first motor, and the other end is connected to a gearbox housing; one end of a second brake is connected to the second motor, and the other end is connected to a gearbox housing. By using various embodiments in the present application, the device structure can be optimized and the transmission efficiency can be improved.

Description

Technical Field

[0001] The present invention relates to the technical field of hybrid electric vehicles, and in particular to a hybrid electric vehicle transmission device. Background Art

[0002] With the rapid development of science and technology, China's demand for traditional energy such as oil has increased year by year. However, due to the production capacity of oil wells and oil fields, my country's crude oil reserves have been greatly reduced, and the sharp rise in oil prices has affected the prices of gasoline and diesel. The exhaust emissions of traditional fuel vehicles contain harmful substances such as carbon monoxide and hydrocarbons that are harmful to the environment and human body. Automobile exhaust emissions have become one of the main sources of urban air pollution.

[0003] As countries around the world continue to adjust their policies on automobile emissions and new energy vehicles, my country will begin to implement the National VI emission standards in 2020. Major automobile OEMs have invested unprecedented manpower and material resources in the research of pure electric and hybrid vehicles. Before battery technology and charging infrastructure are perfected, hybrid vehicles can reduce fuel consumption and emissions by making full use of the technological achievements and industrial foundation of traditional vehicles, and are the best choice for industrialization and marketization.

[0004] However, the transmission devices of existing hybrid vehicles, especially those with longitudinal rear-wheel drive, often have a low degree of integration, which leads to the situation of slender shafts due to the nesting of multiple shafts, and also leads to unreasonable axial and radial spatial layout. In addition, due to the limitations of the transmission devices of existing hybrid vehicles, the layout of the hydraulic system and oil channels is relatively complicated. Moreover, the transmission devices of the prior art lead to low operating efficiency of the engine, resulting in low efficiency and high emissions.

[0005] There are at least the following problems in the prior art: the transmission devices of existing hybrid electric vehicles, especially longitudinal rear-wheel drive vehicles, often have a low degree of integration, which leads to the situation of slender shafts due to the nesting of multiple shafts, and also leads to unreasonable axial and radial spatial layout. In addition, due to the limitations of its transmission device, the layout of the hydraulic system and oil channel of the existing hybrid electric vehicle is relatively complicated. Moreover, the transmission device of the prior art leads to low operating efficiency of the engine, resulting in low efficiency and high emissions. Summary of the invention

[0006] The purpose of the present invention is to provide a hybrid vehicle transmission device in order to overcome the deficiencies of the prior art, so as to optimize the device structure, improve the integration of the device, improve the transmission efficiency, and further improve the efficiency of the engine.

[0007] To achieve the above object, the technical solution adopted by the present invention is: a hybrid vehicle transmission device, the device includes an input shaft, a first motor, a second motor, a first brake, a second brake, a first clutch, a second clutch, and a planetary gear coupling mechanism;

[0008] The planetary gear coupling mechanism includes a single planet row and a double planet row, wherein the single planet row includes a first sun gear, a first planet gear, a first planet carrier, and a first ring gear, and the double planet row includes a second sun gear, an inner planet gear, an outer planet gear, a second planet carrier, and a second ring gear;

[0009] The input shaft serves as a first transmission shaft, the first sun gear is connected to the second sun gear and then connected to the rotor shaft of the second motor to form a second transmission shaft, the first planet carrier is connected to the second planet carrier to form a third transmission shaft, the first ring gear is connected to the rotor shaft of the first motor to form a fourth transmission shaft, and the second ring gear constitutes an output shaft;

[0010] The input shaft is connected to the output end of the engine through a torsion damper;

[0011] The first clutch is arranged at the right end of the first transmission shaft and the third transmission shaft; the second clutch is arranged on the first transmission shaft and the rotor shaft of the second motor; one end of the first brake is connected to the rotor shaft of the first motor, and the other end is connected to the gearbox housing; one end of the second brake is connected to the rotor shaft of the second motor, and the other end is connected to the gearbox housing.

[0012] In a preferred embodiment, the first clutch is arranged inside the planetary gear coupling mechanism; and the second clutch is arranged outside the planetary gear coupling mechanism.

[0013] In a preferred embodiment, the first planetary gear is mounted on the first planet carrier, and the first planetary gear is meshed with the first sun gear and the first ring gear respectively.

[0014] In a preferred embodiment, the inner planetary gear and the outer planetary gear are mounted on the second planet carrier, the inner planetary gear is meshed with the outer planetary gear, the second sun gear is meshed with the inner planetary gear, and the outer planetary gear is meshed with the second ring gear.

[0015] In a preferred embodiment, it is characterized in that the first clutch, the second clutch, the first brake, and the second brake are multi-plate wet shift elements or wedge-type shift elements.

[0016] Due to the application of the above technical solution, the present invention has the following advantages compared with the prior art: the hybrid vehicle transmission device of the present invention, when applied to a hybrid vehicle of a longitudinal rear-wheel drive vehicle, has the following technical effects: first, the first motor and the second motor are respectively arranged at the two ends of the planetary gear coupling mechanism, the two motors and the planetary gear coupling mechanism can be modularly assembled separately, and the overall system modular integration is high; the torque and other performance requirements of the two motors can be reduced, and the cooling system is simple and easy to control; since the present invention is suitable for longitudinal rear-wheel drive vehicles, the structure can avoid the situation of slender shafts due to the mutual nesting of multiple shafts, which can not only improve the production process and assembly process of gear shaft parts, but also optimize the axial and radial space of the entire system; in addition, by adopting a structure in which a single planetary gear row and a double planetary gear row are matched and connected, the number of parts and the connection structure between the parts can be reduced; the number of planetary gears in each planetary gear row is 3 to 4, and they are evenly distributed on the circumference, which is conducive to the uniform force of the entire planetary gear coupling mechanism; due to the use of a double planetary gear row output structure, the transmission ratio of the gear system is increased, the torque performance requirements of the two motors can be reduced, thereby reducing the difficulty of processing and manufacturing of the motor and the production cost; thirdly, the first clutch and the second clutch The distance between the two clutches is larger, and the radial space of the clutch can be optimized separately; the second clutch is arranged outside the planetary gear coupling mechanism, and the oil channel can be arranged separately, which is conducive to simplifying the layout of the oil channel of the hydraulic system; at the same time, the transmission device can be used as a deep hybrid system or a plug-in hybrid system to meet the needs of different customers; when the device is in pure electric drive operation, three pure electric drive modes can be realized according to the control of the first brake and the second brake; through control, the two motors can be operated in the high-efficiency area, which can effectively improve the transmission efficiency of the whole system; due to the existence of the engine, the first electric The first motor and the second motor have a total of three power inputs. The transmission device has three power split drive modes and can achieve three driving conditions with fixed transmission ratios. It can meet the driving needs of various road conditions and can take into account the fuel economy and power of the whole vehicle at the same time. When the device realizes the continuously variable speed E-CVT function of the whole vehicle, the engine speed is decoupled from the vehicle speed, that is, the output speed of the engine is not affected by the actual vehicle speed. The vehicle speed can be changed steplessly by relying on only two motors, and the engine can be kept running in a high-efficiency range. This type of system is more conducive to the efficient operation of the engine and avoids it working in a low-efficiency and high-emission operating range. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Attached Figure 1 The figure is a schematic diagram of the structure of the hybrid vehicle transmission device of the present invention. DETAILED DESCRIPTION

[0018] The preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings:

[0019] Figure 1 : This is a schematic diagram of the device structure of a hybrid vehicle transmission device provided by an embodiment of the present application. Device structure diagram of an embodiment. Although the present application provides a device structure as shown in the following embodiments or drawings, more or fewer module units may be included in the device based on routine or no creative labor. In structures where there is no necessary causal relationship logically, the module structure of these devices is not limited to the module structure shown in the embodiments of the present application or drawings.

[0020] Specifically, Figure 1 As described above, an embodiment of a hybrid vehicle transmission device provided by the present application may include:

[0021] Input shaft 1, first motor MG1, second motor MG2, first brake B1, second brake B2, first clutch C1, second clutch C2, planetary gear coupling mechanism;

[0022] The planetary gear coupling mechanism includes a single planet row PGS1 and a double planet row PGS2, wherein the single planet row PGS1 includes a first sun gear S1, a first planet gear P1, a first planet carrier PC1, and a first ring gear R1, and the double planet row PGS2 includes a second sun gear S2, an inner planet gear P2-1, an outer planet gear P2-2, a second planet carrier PC2, and a second ring gear R2;

[0023] The input shaft 1 serves as a first transmission shaft, the first sun gear S1 is connected to the second sun gear S2 and then connected to the rotor shaft of the second motor MG2 to form a second transmission shaft, the first planet carrier PC1 is connected to the second planet carrier PC2 to form a third transmission shaft, the first ring gear R1 is connected to the rotor shaft of the first motor MG1 to form a fourth transmission shaft, and the second ring gear R2 constitutes an output shaft;

[0024] The input shaft 1 is connected to the output end of the engine through a torsional damper;

[0025] The first clutch C1 is arranged at the right end of the first transmission shaft and the third transmission shaft; the second clutch C2 is arranged on the first transmission shaft and the rotor shaft of the second motor; one end of the first brake B1 is connected to the rotor shaft of the first motor MG1, and the other end is connected to the gearbox housing; one end of the second brake B2 is connected to the rotor shaft of the second motor MG2, and the other end is connected to the gearbox housing.

[0026] In this example, the first clutch C1 is disposed inside the planetary gear coupling mechanism; and the second clutch C2 is disposed outside the planetary gear coupling mechanism.

[0027] In this example, the first planetary gear P1 is mounted on the first planet carrier PC1, and the first planetary gear P1 is meshed with the first sun gear S1 and the first ring gear R1 respectively.

[0028] In this example, the inner planetary gear P2-1 and the outer planetary gear P2-2 are installed on the second planet carrier PC2, the inner planetary gear P2-1 is meshed with the outer planetary gear P2-2, the second sun gear S2 is meshed with the inner planetary gear P2-1, and the outer planetary gear P2-2 is meshed with the second ring gear R2.

[0029] In this example, the first clutch C1 , the second clutch C2 , the first brake B1 , and the second brake B2 are multi-plate wet shift elements or wedge-type shift elements.

[0030] In practical applications, the device described in the above embodiment can include at least five working modes, including but not limited to starting, forward, reverse, parking power generation, and energy recovery. Figure 1 , the power transmission method of the device described in the embodiment of the present application in five working modes is described in detail:

[0031] Starting: The present invention can adopt two modes: pure electric starting or hybrid starting. When pure electric starting is adopted, the first brake B1 is closed alone, and the first clutch C1 and the second clutch C2 are opened. In this state, the power is transmitted from the second motor MG2 to the sun gear through the shaft 2, and is output through the second ring gear R2 through the inner planetary gear P2-1 and the outer planetary gear P2-2, and is finally output to the wheels through the transmission shaft; when hybrid starting is adopted, the first brake B1 and the second clutch C2 are closed, and the first clutch C1 is opened. The power of the engine is transmitted to the rotor shaft of the second motor MG2 through the second clutch C2, and is coupled with the output torque of the second motor MG2, and is transmitted to the sun gear through the shaft 2, and is output through the second ring gear R2 through the inner planetary gear P2-1 and the outer planetary gear P2-2, and is finally output to the wheels through the transmission shaft. This starting mode can achieve large torque output and can meet a variety of starting conditions, especially the conditions of starting on a slope for large vehicles;

[0032] Forward: The present invention can adopt two modes: pure electric forward or hybrid forward. The pure electric forward mode is suitable for medium and low vehicle speeds, and high-speed cruising still requires engine intervention. In the pure electric mode, the first brake B1 can be closed alone and the vehicle's forward function can be achieved by the first motor MG1 alone, or by the second motor MG2 alone, or by the first motor MG1 and the second motor MG2 at the same time. In order to ensure that the motor works within the high efficiency range and avoid the noise problem caused by the excessively high motor speed, the pure electric forward mode is suitable for medium and low vehicle speeds; in the hybrid mode, a variety of driving modes can be achieved through a variety of combinations of two clutches and two brakes, and medium and high-speed driving can be achieved. When the two motors and the engine are input at the same time, the first brake B1, the second brake B2, the first clutch C1, and the second clutch C2 are all in the open state. Since the planetary carriers and the sun gears of the single planetary gear PGS1 and the double planetary gear PGS2 have the same rotation speed, the planetary gear coupling mechanism finally rotates as a whole, and outputs from the second ring gear R2 with 1 as the transmission shaft, realizing the function of the continuously variable speed E-CVT within a certain range. At this time, the first motor MG1, the second motor MG2, and the engine can all be in the high-efficiency working range, improving the transmission efficiency of the overall system, and reducing the rotation speed of the first motor MG1 and the second motor MG2 to avoid the noise problem caused by the excessively high motor speed. This mode is suitable for high-speed cruising conditions;

[0033] Reverse gear: The reverse gear of this transmission device is realized in pure electric mode. After the first brake B1 is closed alone, the first clutch C1 and the second clutch C2 are opened. In this state, the power is outputted in the reverse direction by the second motor MG2 and transmitted to the sun gear through the shaft 2, and then outputted through the inner planetary gear P2-1 and the outer planetary gear P2-2 through the second ring gear R2, and finally outputted to the wheels through the transmission shaft. At this time, the first motor MG1 can also be controlled to rotate in the reverse direction to increase the reverse torque of the vehicle;

[0034] Parking power generation: In the parking charging mode, the vehicle is in the parking state, the second clutch C2 is controlled to be closed, and the engine drives the second motor MG2 to generate electricity to charge the vehicle battery system; or when the first clutch C1 is controlled to be closed, the engine ICE drives the first motor MG1 and the second motor MG2 to generate electricity simultaneously through the planetary gear coupling mechanism;

[0035] Energy recovery: When the vehicle is coasting or braking, the first brake B1, the second brake B2, the first clutch C1 and the second clutch C2 are all in the open state, and the engine is disconnected to improve the efficiency of energy recovery. At this time, the wheels drive the output shaft 3 in the reverse direction, and the output shaft 3 drives the first motor MG1 and the second motor MG2 to generate electricity through the planetary gear coupling mechanism (9), charging the vehicle battery system, so as to realize the energy recovery function of the vehicle.

[0036] By using a hybrid vehicle transmission device provided by the above embodiment, when applied to a hybrid vehicle of a longitudinal rear-wheel drive vehicle, the device can have the following technical effects: first, the first motor and the second motor are respectively arranged at the two ends of the planetary gear coupling mechanism, and the two motors and the planetary gear coupling mechanism can be modularly assembled separately, and the overall system modular integration is high; the torque and other performance requirements of the two motors can be reduced, and the cooling system is simple and easy to control; since the present invention is applicable to longitudinal rear-wheel drive vehicles, the structure can avoid the situation of slender shafts due to the mutual nesting of multiple shafts, which can not only improve the production process and assembly process of gear shaft parts, but also optimize the axial and radial space of the entire system; in addition, by adopting a structure in which a single planetary gear row and a double planetary gear row are matched and connected, the number of parts and the connection structure between the parts can be reduced; the number of planetary gears in each planetary gear row is 3 to 4, and they are evenly distributed on the circumference, which is conducive to the uniform force of the entire planetary gear coupling mechanism; due to the use of a double planetary gear row output structure, the transmission ratio of the gear system is increased, the torque performance requirements of the two motors can be reduced, thereby reducing the difficulty of processing and manufacturing of the motors and the production cost; thirdly, the first clutch and the second clutch are spaced at a distance of The clutch is larger, and the radial space of the clutch can be optimized separately; the second clutch is arranged outside the planetary gear coupling mechanism, and the oil channel can be arranged separately, which is conducive to simplifying the layout of the oil channel of the hydraulic system; at the same time, the transmission device can be used as a deep hybrid system or a plug-in hybrid system to meet the needs of different customers; when the device is in pure electric drive operation, three pure electric drive modes can be realized according to the control of the first brake and the second brake; through control, the two motors can be operated in the high-efficiency area, which can effectively improve the transmission efficiency of the whole system; due to the existence of the engine, the first motor, The second motor has a total of three power inputs, and the transmission device has three power split drive modes and can achieve three driving conditions with fixed transmission ratios, which can meet the driving needs of various road conditions and take into account the fuel economy and power of the whole vehicle at the same time; when the device realizes the continuously variable speed E-CVT function of the whole vehicle, the engine speed is decoupled from the vehicle speed, that is, the output speed of the engine is not affected by the actual vehicle speed, and the vehicle speed can be changed steplessly by relying on only two motors, and the engine can be kept running in a high-efficiency range. This type of system is more conducive to the efficient operation of the engine and avoids it working in a low-efficiency and high-emission operating range.

[0037] The above embodiments are only for illustrating the technical concept and features of the present invention, and their purpose is to enable people familiar with this technology to understand the contents of the present invention and implement them accordingly. They cannot be used to limit the protection scope of the present invention. Any equivalent changes or modifications made according to the spirit of the present invention should be included in the protection scope of the present invention.

Claims

1. A hybrid vehicle transmission device, characterized in that: The device includes an input shaft, a first motor, a second motor, a first brake, a second brake, a first clutch, a second clutch, and a planetary gear coupling mechanism; The planetary gear coupling mechanism includes a single planet row and a double planet row, wherein the single planet row includes a first sun gear, a first planet gear, a first planet carrier, and a first ring gear, and the double planet row includes a second sun gear, an inner planet gear, an outer planet gear, a second planet carrier, and a second ring gear; The input shaft serves as a first transmission shaft, the first sun gear is connected to the second sun gear and then connected to the rotor shaft of the second motor to form a second transmission shaft, the first planet carrier is connected to the second planet carrier to form a third transmission shaft, the first ring gear is connected to the rotor shaft of the first motor to form a fourth transmission shaft, and the second ring gear constitutes an output shaft; The input shaft is connected to the output end of the engine through a torsion damper; The first clutch is arranged at the right end of the first transmission shaft and the third transmission shaft; the second clutch is arranged on the first transmission shaft and the rotor shaft of the second motor; One end of the first brake is connected to the rotor shaft of the first motor, and the other end is connected to the gearbox housing; one end of the second brake is connected to the rotor shaft of the second motor, and the other end is connected to the gearbox housing; The first clutch is arranged inside the planetary gear coupling mechanism; the second clutch is arranged outside the planetary gear coupling mechanism; The first planetary gear is mounted on the first planet carrier, and the first planetary gear is meshed with the first sun gear and the first ring gear respectively; The inner planetary gear and the outer planetary gear are mounted on the second planet carrier, the inner planetary gear is meshed with the outer planetary gear, the second sun gear is meshed with the inner planetary gear, and the outer planetary gear is meshed with the second ring gear; The first clutch, the second clutch, the first brake, and the second brake are multi-plate wet shift elements or sprag-type shift elements.

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