Hybrid electric vehicle power coupling transmission system, implementation method and vehicle

Abstract

The present invention discloses a hybrid electric vehicle power coupling transmission system, implementation method, and vehicle, comprising an engine, a first motor, a second motor, a transmission assembly, a power battery, and a wheel end; the engine and the first motor are connected to the transmission assembly via a shared first main shaft, the second motor is connected to the transmission assembly via a fourth main shaft, the transmission assembly is connected to the wheel end, a first clutch is provided between the engine and the first motor on the first main shaft, and a second clutch is provided on the fourth main shaft. The present invention uses the first main shaft as the rotor of the low-power motor and arranges the clutch between the engine and the low-power motor to decouple the two, and arranges a clutch in front of the high-power main drive motor. This effectively solves the problem of the motor being dragged, and allows the three power sources to be driven simultaneously during high-speed overtaking, effectively improving the vehicle's overtaking acceleration performance, thereby significantly improving the vehicle's power and economy.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile transmission systems, and in particular to a hybrid electric vehicle power coupling transmission system, an implementation method and an automobile. Background Art

[0002] Hybrid vehicles (HEVs), a new trend in automotive development, offer advantages such as high power performance, energy conservation, and environmental protection. Their drivetrain integrates two power sources: an engine and an electric motor. Currently, the main hybrid vehicle drivetrain coupling configurations are the power-split planetary gearbox, which can be categorized as P2, P2.5, and P1+P3 based on the position of the electric motor. However, planetary gearboxes, such as Toyota's THS, suffer from long power transmission paths and high energy losses. Furthermore, due to their unique planetary gearbox architecture, the maximum speed of the drive motor is limited by the generator speed, resulting in mediocre power performance. The P2 configuration has high space requirements and its core technology is controlled by foreign companies. The P2.5 configuration also suffers from the difficulty of electromechanical control. The P1+P3 configuration, with its simple structure, efficient operation, and excellent acceleration, has become the current mainstream configuration. Representative technologies include Honda's immd, BYD's DM-i, and Great Wall's Lemon DHT. Honda's immd and BYD's DM-i combine an engine and generator, connecting them in parallel with the drive motor via a clutch. This allows for pure electric mode, on-the-go charging mode, parallel mode, engine-only drive, and brake energy recovery. The entire system utilizes a fixed gear ratio transmission, relying on dual motors to regulate engine speed and torque, keeping the engine operating in its high-efficiency range, thus saving fuel. The high-power motors provide enhanced dynamic performance. The Great Wall Lemon DHT builds on this foundation by adopting a two-speed transmission. This allows for parallel mode at low and medium speeds, improving vehicle dynamics. The high-speed reduction ratio allows for a moderate reduction in engine speed during high-speed cruising, improving NVH performance. Downshifts are also possible for high-speed overtaking, enhancing acceleration.

[0003] However, the prior art still has the following shortcomings:

[0004] ①At starting and low speed, the efficiency of high-power drive motor is relatively low;

[0005] ② The engine and generator are coupled together. When the engine and the drive motor are driven in parallel, the engine drags the generator to idle; when the engine is driven alone, both motors are dragged, resulting in energy loss;

[0006] ③ When overtaking at high speed, the driving mode is either engine and drive motor in parallel or engine alone. The acceleration performance is relatively average and there is room for further improvement. Summary of the Invention

[0007] In view of the above-mentioned deficiencies in the prior art, the technical problem to be solved by the present invention is: to provide a hybrid vehicle power coupling transmission system, implementation method and vehicle, which solves the problems of low motor efficiency at starting and low speed, serious idling problem caused by motor dragging, and poor acceleration performance when overtaking at high speed.

[0008] In order to solve the above technical problems, the present invention adopts the following technical solutions:

[0009] A hybrid electric vehicle power coupling transmission system includes an engine, a first motor, a second motor, a transmission assembly, a power battery and a wheel end; the engine and the first motor are connected to the transmission assembly via a common first main shaft, the second motor is connected to the transmission assembly via a fourth main shaft, the transmission assembly is connected to the wheel end, and the power battery is connected to the first motor and the second motor respectively; a first clutch is provided between the engine and the first motor on the first main shaft, and a second clutch is provided on the fourth main shaft.

[0010] As an optimization, the transmission assembly includes a second main shaft and a third main shaft, a second main shaft output gear and a driven gear are provided on the second main shaft, and a third main shaft input gear and a third main shaft output gear are provided on the third main shaft. The driven gear is engaged with the driving gear arranged on the first main shaft, the second main shaft output gear is engaged with the third main shaft input gear, and the third main shaft input gear is also engaged with the motor output gear arranged on the fourth main shaft, and the third main shaft output gear is connected to the wheel end.

[0011] As an optimization, the wheel end includes a differential, which is engaged with the third main shaft output gear through a differential input gear and is connected to the wheel through an axle.

[0012] As an optimization, the driving gear includes a first-speed driving gear and a second-speed driving gear arranged side by side along the axis of the first main shaft. Correspondingly, the passive gear includes a first-speed passive gear and a second-speed passive gear, and a synchronizer is provided between the first-speed passive gear and the second-speed passive gear.

[0013] As an optimization, the power of the first motor is smaller than the power of the second motor.

[0014] As an optimization, a control system is also included, which can send opening and closing instructions to the engine, the first motor, the second motor, the first clutch, the second clutch and the synchronizer.

[0015] Based on the above system, the present invention also provides a method for implementing power coupling transmission of a hybrid vehicle, including the above-mentioned power coupling transmission system of a hybrid vehicle. The control system sends opening and closing instructions to the first clutch, the second clutch, the engine, the first motor, the second motor and the synchronizer according to the preset vehicle operating mode, so that the transmission component outputs torque corresponding to the vehicle operating mode to the wheel end, or the first motor and / or the second motor charges the power battery.

[0016] As an optimization, the operating mode of the vehicle includes:

[0017] Pure electric mode, parallel mode, engine-only drive mode, driving charging mode, parking charging mode, and brake energy recovery mode; the pure electric mode includes starting and low-speed mode and medium-high-speed mode; the parallel mode includes medium-high-speed parallel mode and parallel overtaking mode.

[0018] As an optimization, the control system sends opening and closing instructions to the first clutch, the second clutch, the engine, the first motor, the second motor and the synchronizer according to the operating mode of the vehicle, including:

[0019] When the vehicle is in the starting and low-speed mode, the engine and the second motor are not working, the first motor is working, the first clutch and the second clutch are disengaged, and the synchronizer is connected to the first-gear driven gear;

[0020] When the vehicle is in the medium-high speed mode, the engine and the first motor are not working, the second motor is working, the first clutch is disengaged, the second clutch is engaged, and the synchronizer is not working;

[0021] When the vehicle is in the medium-high speed parallel mode, the engine and the second motor are in operation, the first motor is in operation, the first clutch and the second clutch are engaged, and the synchronizer is connected to the first gear driven gear or the second gear driven gear;

[0022] When the vehicle is in the parallel overtaking mode, the engine, the first motor, and the second motor are all operating, the first clutch and the second clutch are engaged, and the synchronizer is connected to the first-gear driven gear or the second-gear driven gear;

[0023] When the vehicle is in the engine-only driving mode, the engine is operating, the first motor and the second motor are not operating, the first clutch is engaged, the second clutch is disengaged, and the synchronizer is connected to the first-gear driven gear or the second-gear driven gear;

[0024] When the vehicle is in the driving charging mode, the engine, the first motor, and the second motor are all operating, the first clutch and the second clutch are engaged, and the synchronizer is connected to the first-gear driven gear or the second-gear driven gear;

[0025] When the vehicle is in parking charging mode, the engine and the first motor are in operation, the second motor is inoperative, the first clutch is engaged, the second clutch is disengaged, and the synchronizer is inoperative;

[0026] When the vehicle's operating mode is the braking energy recovery mode, the first motor and the second motor start the power generation mode, and the wheel end drives the first motor and the second motor to charge the power battery through the transmission component.

[0027] Based on the above system, the present invention also provides a car, on which the hybrid vehicle power coupling transmission system is installed.

[0028] Compared with the prior art, the present application has the following beneficial effects: by decoupling the engine and the first motor through a clutch in the traditional P1+P3 configuration, and providing a clutch in front of the second motor; by providing the first motor as a low-power motor, and using the low-power motor for driving during starting and low speeds; and by using the first main shaft as the rotor of the first motor. By using the first main shaft as the rotor of the low-power motor, and providing the clutch between the engine and the low-power motor, the two are decoupled, and a clutch is provided in front of the high-power main drive motor, the problem of the motor being dragged is effectively solved, and the three power sources can be driven simultaneously during high-speed overtaking, which can effectively improve the vehicle's economy and overtaking acceleration performance. In addition, by changing the traditional first motor to a low-power motor, and using the low-power motor for driving during starting and low speeds, the economy is improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 Schematic diagram of the system structure of the present invention;

[0030] Figure 2 Schematic diagram of the working state of the present invention;

[0031] In the figure, 1-engine; 2-first clutch; 3-first motor; 4-first main shaft; 5-first gear driving gear; 6-second gear driving gear; 7-power battery; 8-second gear driven gear; 9-second main shaft; 10-synchronizer; 11-wheel; 12-second motor; 13-fourth main shaft; 14-second clutch; 15-motor output gear; 16-third main shaft input gear; 17-third main shaft; 18-first gear driven gear; 19-second main shaft output gear; 20-third main shaft output gear; 21-differential input gear; 22-differential; 23-axle. DETAILED DESCRIPTION

[0032] The present invention will be described in further detail below with reference to the accompanying drawings.

[0033] Specific implementation: see Figure 1 ,

[0034] A hybrid electric vehicle power coupling transmission system includes an engine 1, a low-power first motor 3, a conventional high-power second motor 12, a transmission assembly, a power battery 7, and a wheel end. The engine 1 and first motor 3 are connected to the transmission assembly via a shared first main shaft 4, the second motor 12 is connected to the transmission assembly via a fourth main shaft 13, the transmission assembly is connected to the wheel end, and the power battery 7 is connected to the first motor 3 and the second motor 12 respectively. A first clutch 2 is provided between the engine 1 and the first motor 3 on the first main shaft 4, and a second clutch 14 is provided on the fourth main shaft 13. The transmission assembly includes a second main shaft 9 and a third main shaft 17. A second main shaft output gear 19 and a driven gear are provided on the second main shaft 9. A third main shaft input gear 16 and a third main shaft output gear 20 are provided on the third main shaft 17. The driven gears mesh with driving gears provided on the first main shaft 4. The driving gears include a first-gear driving gear 5 and a second-gear driving gear 6 arranged side by side along the axis of the first main shaft 4. Correspondingly, the driven gears include a first-gear driven gear 18 and a second-gear driven gear 8. A synchronizer 10 is provided between the first-gear driven gear 18 and the second-gear driven gear 8. The second main shaft output gear 19 meshes with the third main shaft input gear 16. The third main shaft input gear 16 also meshes with the motor output gear 15 provided on the fourth main shaft 13. The third main shaft output gear 20 is connected to the wheel end. The wheel end includes a differential 22, which meshes with the third main shaft output gear 20 via a differential input gear 21 and is connected to the wheel 11 via an axle 23.

[0035] It also includes a control system, which can send opening and closing instructions to the engine 1, the first motor 3, the second motor 12, the first clutch 2, the second clutch 14 and the synchronizer 10 according to different operating modes of the vehicle. Specifically, the instruction can be an automatic control signal or a manual control signal.

[0036] Based on the above system, the present invention also provides a method for implementing power coupling transmission of a hybrid vehicle, including the above-mentioned power coupling transmission system of a hybrid vehicle. The control system sends opening and closing instructions to the first clutch 2, the second clutch 14, the engine 1, the first motor 3, the second motor 12 and the synchronizer 10 according to the preset vehicle operating mode, so that the transmission component outputs the torque corresponding to the vehicle operating mode to the wheel end, or the first motor 3 and / or the second motor 12 charges the power battery 7.

[0037] The operating modes of the vehicle include:

[0038] Pure electric mode, parallel mode, engine-only drive mode, driving charging mode, parking charging mode, and brake energy recovery mode; the pure electric mode includes starting and low-speed mode and medium-high-speed mode; the parallel mode includes medium-high-speed parallel mode and parallel overtaking mode.

[0039] Specifically, the control system sends opening and closing instructions to the first clutch 2, the second clutch 14, the engine 1, the first motor 3, the second motor 12 and the synchronizer 10 according to the operating mode of the vehicle, so that they work or do not work, such as Figure 2 As shown,

[0040] When the vehicle's operating mode is starting and low-speed mode, the engine 1 and the second motor 12 do not work, the first motor 3 works, the first clutch 2 and the second clutch 14 are disengaged, and the synchronizer 10 is connected to the first-gear driven gear 18; the power transmission path is: the mechanical energy output by the first motor 3 is to the first main shaft 4, and the mechanical energy is output to the second main shaft 9 through the first-gear driving gear 5 and the first-gear driven gear 18, and then the mechanical energy is transmitted to the differential 22 through the second main shaft output gear 19, the third main shaft input gear 16, the third main shaft 17, the third main shaft output gear 20, and the differential input gear 21, and finally transmitted to the wheels 11 to drive the vehicle.

[0041] When the vehicle's operating mode is medium-high speed mode, the engine 1 and the first motor 3 are not working, the second motor 12 is working, the first clutch 2 is disengaged, the second clutch 14 is engaged, and the synchronizer 10 is not working; the power transmission path is: the mechanical energy output by the second motor 12 is to the third main shaft input gear 16, and then the mechanical energy passes through the third main shaft 17 to the third main shaft output gear 20, and finally the differential input gear 21 transmits the mechanical energy to the differential 22, and the mechanical energy is transmitted to the wheels 11 to drive the vehicle to move.

[0042] When the vehicle's operating mode is the medium-high speed parallel mode, the engine 1 and the second motor 12 are working, the first motor 3 is not working, the first clutch 2 and the second clutch 14 are engaged, and the synchronizer 10 is connected to the first gear driven gear 18 or the second gear driven gear 8; the power transmission path is: the mechanical energy output by the engine 1 is to the first main shaft 4, and the mechanical energy is output to the second main shaft 9 through the first gear driving gear 5 and the first gear driven gear 18, or the mechanical energy is output to the second main shaft 9 through the second gear driving gear 6 and the second gear driven gear 8, and then the mechanical energy is output to the second main shaft output gear 19, the mechanical energy output by the second motor 12 and the mechanical energy output by the engine 1 are merged at the third main shaft input gear 16, the merged mechanical energy is transmitted to the third main shaft output gear 20 through the third main shaft 17, and finally the differential input gear 21 transmits the mechanical energy to the differential 22, and the mechanical energy is finally transmitted to the wheels 11 to drive the vehicle.

[0043] When the vehicle's operating mode is the parallel overtaking mode, the engine 1, the first motor 3 and the second motor 12 are all working, the first clutch 2 and the second clutch 14 are engaged, and the synchronizer 10 is connected to the first gear driven gear 18 or the second gear driven gear 8; the power transmission path is: the mechanical energy output by the engine 1 and the first motor 3 is output to the first main shaft 4, and the mechanical energy is output to the second main shaft 9 through the first gear driving gear 5 and the first gear driven gear 18, or the mechanical energy is output to the second main shaft 9 through the second gear driving gear 6 and the second gear driven gear 8, and then the mechanical energy is output to the second main shaft output gear 19, the mechanical energy output by the second motor 12 is combined with the mechanical energy output by the engine 1 at the third main shaft input gear 16, the combined mechanical energy is transmitted to the third main shaft output gear 20 through the third main shaft 17, and finally the differential input gear 21 transmits the mechanical energy to the differential 22, and the mechanical energy is finally transmitted to the wheels 11 to drive the vehicle.

[0044] When the vehicle's operating mode is the engine-only drive mode, the engine 1 is working, the first motor 3 and the second motor 12 are not working, the first clutch 2 is engaged, the second clutch 14 is disengaged, and the synchronizer 10 is connected to the first-gear driven gear 18 or the second-gear driven gear 8; the power transmission path is: the mechanical energy output by the engine 1 is to the first main shaft 4, and the mechanical energy is output to the second main shaft 9 through the first-gear driving gear 5 and the first-gear driven gear 18, or the mechanical energy is output to the second main shaft 9 through the second-gear driving gear 6 and the second-gear driven gear 8, and then the mechanical energy is transmitted to the differential 22 through the second main shaft output gear 19, the third main shaft input gear 16, the third main shaft 17, the third main shaft output gear 20, and the differential input gear 21, and finally transmitted to the wheels 11 to drive the vehicle.

[0045] When the vehicle is in driving and charging mode, the engine 1, the first motor 3, and the second motor 12 are all operating, the first clutch 2 and the second clutch 14 are engaged, and the synchronizer 10 is connected to the first gear driven gear 18 or the second gear driven gear 8. The power transmission path is as follows: a portion of the mechanical energy output by the engine 1 drives the first motor 3 to generate electricity and stores the electricity in the power battery 7. Another portion of the mechanical energy output by the engine 1 is transmitted to the first main shaft 4, which is then output to the second main shaft 9 through the first gear driving gear 5 and the first gear driven gear 18, or to the second main shaft 9 through the second gear driving gear 6 and the second gear driven gear 8, and then to the second main shaft output gear 19. The mechanical energy output by the second motor 12 is combined with the mechanical energy output by the engine 1 at the third main shaft input gear 16. The combined mechanical energy is transmitted through the third main shaft 17 to the third main shaft output gear 20, and finally to the differential input gear 21, where the mechanical energy is transmitted to the differential 22. The mechanical energy is ultimately transmitted to the wheels 11, driving the vehicle.

[0046] When the vehicle's operating mode is parking charging mode, the engine 1 and the first motor 3 are working, the second motor 12 is not working, the first clutch 2 is engaged, the second clutch 14 is disengaged, and the synchronizer 10 is not working; the power transmission path is: the mechanical energy output by the engine 1 goes to the first main shaft 4 to drive the first motor 3 to work and generate electricity, and the electricity is stored in the power battery 7.

[0047] When the vehicle's operating mode is the braking energy recovery mode, the first motor 3 and the second motor 12 start the power generation mode, and the wheel end drives the first motor 3 and the second motor 12 to charge the power battery 7 through the transmission component.

[0048] Based on the above system, the present invention also provides a car, on which the hybrid vehicle power coupling transmission system is installed.

[0049] Compared with the prior art, the present application has the following beneficial effects: by decoupling the engine and the first motor through a clutch in the traditional P1+P3 configuration, and providing a clutch in front of the second motor; by providing the first motor as a low-power motor, and using the low-power motor for driving during starting and low speeds; and by using the first main shaft as the rotor of the first motor. By using the first main shaft as the rotor of the low-power motor, and providing the clutch between the engine and the low-power motor, the two are decoupled, and a clutch is provided in front of the high-power main drive motor, the problem of the motor being dragged is effectively solved, and the three power sources can be driven simultaneously during high-speed overtaking, which can effectively improve the vehicle's economy and overtaking acceleration performance. In addition, by changing the traditional first motor to a low-power motor, and using the low-power motor for driving during starting and low speeds, the economy is improved.

[0050] Although the embodiments of the present invention have been shown and described, it is apparent to those skilled in the art that various changes, modifications, substitutions and variations can be made to these embodiments without departing from the principles and basis of the present invention. The scope of the present invention is defined by the appended claims and their equivalents. Therefore, the embodiments of the present invention are merely illustrative examples of the present invention. No matter from which point of view, the embodiments of the present invention do not constitute a limitation on the present invention.

Claims

1. A hybrid electric vehicle power coupling transmission system, characterized in that: The vehicle comprises an engine, a first motor, a second motor, a transmission assembly, a power battery, and a wheel end; the engine and the first motor are connected to the transmission assembly via a common first main shaft, the second motor is connected to the transmission assembly via a fourth main shaft, the transmission assembly is connected to the wheel end, and the power battery is connected to the first motor and the second motor respectively; a first clutch is provided between the engine and the first motor on the first main shaft, and a second clutch is provided on the fourth main shaft; The transmission assembly includes a second main shaft and a third main shaft, a second main shaft output gear and a driven gear are provided on the second main shaft, a third main shaft input gear and a third main shaft output gear are provided on the third main shaft, the driven gear is meshed with the driving gear provided on the first main shaft, the second main shaft output gear is meshed with the third main shaft input gear, the third main shaft input gear is also meshed with the motor output gear provided on the fourth main shaft, and the third main shaft output gear is connected to the wheel end; The wheel end includes a differential, which is engaged with the third main shaft output gear through a differential input gear and is connected to the wheel through an axle; The driving gear includes a first-gear driving gear and a second-gear driving gear arranged side by side along the axis of the first main shaft. Correspondingly, the driven gear includes a first-gear driven gear and a second-gear driven gear, and a synchronizer is provided between the first-gear driven gear and the second-gear driven gear. Also included is a control system capable of sending opening and closing commands to the engine, the first motor, the second motor, the first clutch, the second clutch, and the synchronizer; The power of the first motor is smaller than the power of the second motor.

2. A method for realizing power coupling transmission of a hybrid electric vehicle, characterized in that: The hybrid vehicle power coupling transmission system according to claim 1 is provided, wherein the control system sends opening and closing instructions to the first clutch, the second clutch, the engine, the first motor, the second motor and the synchronizer according to a preset vehicle operating mode, so that the transmission assembly outputs torque corresponding to the vehicle operating mode to the wheel end, or the first motor and / or the second motor charges the power battery; The operating modes of the vehicle include: Pure electric mode, parallel mode, engine drive mode, driving charging mode, parking charging mode, and brake energy recovery mode; The pure electric mode includes a starting and low-speed mode and a medium-high-speed mode; the parallel mode includes a medium-high-speed parallel mode and a parallel overtaking mode; The control system sends opening and closing instructions to the first clutch, the second clutch, the engine, the first motor, the second motor and the synchronizer according to the operating mode of the vehicle, including: When the vehicle is in the starting and low-speed mode, the engine and the second motor are not working, the first motor is working, the first clutch and the second clutch are disengaged, and the synchronizer is connected to the first-gear driven gear; When the vehicle is in the medium-high speed mode, the engine and the first motor are not working, the second motor is working, the first clutch is disengaged, the second clutch is engaged, and the synchronizer is not working; When the vehicle is in the medium-high speed parallel mode, the engine and the second motor are in operation, the first motor is in operation, the first clutch and the second clutch are engaged, and the synchronizer is connected to the first gear driven gear or the second gear driven gear; When the vehicle is in the parallel overtaking mode, the engine, the first motor, and the second motor are all operating, the first clutch and the second clutch are engaged, and the synchronizer is connected to the first-gear driven gear or the second-gear driven gear; When the vehicle is in the engine-only driving mode, the engine is operating, the first motor and the second motor are not operating, the first clutch is engaged, the second clutch is disengaged, and the synchronizer is connected to the first-gear driven gear or the second-gear driven gear; When the vehicle is in the driving charging mode, the engine, the first motor, and the second motor are all operating, the first clutch and the second clutch are engaged, and the synchronizer is connected to the first-gear driven gear or the second-gear driven gear; When the vehicle is in parking charging mode, the engine and the first motor are in operation, the second motor is inoperative, the first clutch is engaged, the second clutch is disengaged, and the synchronizer is inoperative; When the vehicle's operating mode is the braking energy recovery mode, the first motor and the second motor start the power generation mode, and the wheel end drives the first motor and the second motor to charge the power battery through the transmission component.

3. A car, characterized in that: The hybrid vehicle power coupling transmission system according to claim 1 is installed on the vehicle.

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