Multi-mode hybrid power transmission device and vehicle comprising same

Abstract

The utility model relates to a multi-mode hybrid power transmission device and a vehicle, and the multi-mode hybrid power transmission device comprises a first input shaft which is used for receiving power from a first power source; the second input shaft is used for receiving power from a second power source; the third input shaft is used for receiving power from a third power source; a first clutch to one side of which the first input shaft is connected; one side of the second clutch is connected to the first gear; the planetary gear train comprises a first component, a second component and a third component, the first component is connected to the first input shaft, the second component is connected to the second input shaft, and the third component is connected to the other side of the first clutch and the other side of the second clutch; and an output shaft. The vehicle can run in different modes, the stepless speed change function of the vehicle can be achieved, the fuel economy and the dynamic property of an engine are improved, the efficiency of a motor is improved, the service life of the motor is prolonged, and the endurance mileage of the vehicle is increased.

Description

Technical Field

[0001] The utility model belongs to the technical field of transmission, and particularly relates to a multi-mode hybrid power transmission device and a vehicle including the device. Background Art

[0002] Chinese Patent CN 2021104894427 discloses a hybrid power transmission device, which includes a first shaft capable of receiving power from a first power source; a second shaft capable of receiving power from a second power source and a third power source; a third shaft parallel to the first shaft and the second shaft and capable of receiving power from the second shaft; a first switching element arranged on the second shaft; a second switching element arranged on the third shaft; and a plurality of gears distributed on the first shaft, the second shaft and the third shaft.

[0003] With the development of hybrid vehicle technology and market demand, there is still room for improvement in multi-mode hybrid power transmission devices to achieve goals such as a more compact structure, simpler construction, and lower cost. Summary of the Utility Model

[0004] For this reason, the utility model proposes the following solutions.

[0005] A multi-mode hybrid power transmission device is arranged between a power source and a wheel and is used to transmit the power of the power source to the wheel. The multi-mode hybrid power transmission device includes:

[0006] A first input shaft for receiving power from a first power source;

[0007] A second input shaft for receiving power from a second power source;

[0008] A third input shaft for receiving power from a third power source;

[0009] A first clutch, with the first input shaft connected to one side of the first clutch;

[0010] A second clutch, with one side of the second clutch connected to a first gear;

[0011] A planetary gear train, including a first member, a second member and a third member. The first member is a planet carrier, the second member is a sun gear, and the third member is a ring gear. The first member is connected to the first input shaft, the second member is connected to the second input shaft, and the third member is connected to the other side of the first clutch and the other side of the second clutch;

[0012] An output shaft.

[0013] According to one aspect of the utility model, the first input shaft and the second input shaft are coaxially arranged.

[0014] According to one aspect of the present utility model, the first input shaft and the third input shaft are arranged in parallel.

[0015] According to one aspect of the present utility model, the other side of the first clutch and the other side of the second clutch are fixedly connected.

[0016] According to one aspect of the present utility model, the first clutch and the second clutch are axially located between the first gear and the planetary gear train.

[0017] The present utility model also provides a vehicle, including the above-mentioned multi-mode hybrid transmission device, as well as the first power source, the second power source and the third power source.

[0018] According to one aspect of the present utility model, the first power source, the second power source and the output shaft are used to drive the first axle of the vehicle, and the third power source is used to drive the second axle of the vehicle through another output shaft.

[0019] According to one aspect of the present utility model, a differential is further included, and the power of the first power source and the second power source converges with the power of the third power source at the input gear of the differential.

[0020] The present utility model also provides a method for operating the above-mentioned vehicle, by operating the first power source, the second power source, the third power source, the first clutch and the second clutch, so that the vehicle operates in the following modes:

[0021] Pure electric mode: The first power source and the second power source do not work, the third power source works, and both clutches are disengaged;

[0022] Series mode: The first power source outputs power, the second power source receives power, the third power source works, the first clutch is engaged, and the second clutch is disengaged;

[0023] Parallel mode: The first power source outputs power, the second power source works, the third power source works, and both clutches are engaged;

[0024] eCVT mode: The first power source works, the second power source is used to adjust the working state of the first power source, the third power source works, the first clutch is disengaged, and the second clutch is disconnected;

[0025] Parking power generation mode: The first power source works, the second power source receives the energy from the first power source, the third power source does not work, the first clutch is engaged, and the second clutch is disconnected.

[0026] Descriptions of directions that may be used in the above description, such as "upper", "lower", "inner", "outer", "radial", "axial", etc., are for convenience of description only and are not intended to impose any limitation on the technical solution of the utility model, unless otherwise clearly stated. In addition, terms such as "first" and "second" are used in the above text to describe the elements of the present application. These terms are only used to distinguish each element and are not intended to limit the nature, sequence, order or number of these elements. And these terms may be different from the terms used in the description to be combined with the drawings below, but those skilled in the art can know the corresponding relationship between them.

[0027] As can be seen from the above solution, the utility model can implement five working modes, namely pure electric mode, series mode, parallel mode, eCVT mode, and parking power generation mode. According to the vehicle speed, driver power demand, and battery SOC, the first power source, the second power source, the third power source, and the switching element are controlled, so that the vehicle can travel in different modes, and the continuously variable transmission function of the vehicle can also be realized, improving the fuel economy and power performance of the engine, improving the efficiency and service life of the motor, and increasing the cruising range of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Exemplary embodiments of the present utility model are described with reference to the accompanying drawings, wherein:

[0029] Figure 1 FIG. 1 shows a schematic diagram of a first embodiment of the multi-mode hybrid power transmission device of the present utility model.

[0030] Figure 2 FIG. 2 shows a schematic diagram of a second embodiment of the multi-mode hybrid power transmission device of the present utility model.

[0031] FIGS. 3(a) and 3(b) show schematic diagrams of a third embodiment of the multi-mode hybrid power transmission device of the present utility model. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0032] Embodiments of the present utility model are described below with reference to the accompanying drawings. In the following description, many specific details are set forth in order to enable those skilled in the art to more fully understand and implement the present utility model. However, it is obvious to those skilled in the art that some of these specific details may not be required for the implementation of the present utility model. In addition, it should be understood that the present utility model is not limited to the specific embodiments described. On the contrary, the present utility model can be implemented by any combination of the features and elements described below, regardless of whether they relate to different embodiments. Therefore, the following aspects, features, embodiments, and advantages are for illustrative purposes only and should not be regarded as features or limitations of the claims, unless expressly recited in the claims.

[0033] Figure 1The figure shows a schematic diagram of the first embodiment of the multi-mode hybrid power transmission device of the present utility model. The multi-mode hybrid power transmission device mainly includes an engine 1, a torsional damper 2, a shaft I 3, a first clutch 4, a second clutch 5, a first gear 6, a ring gear 7, a planet carrier 8, a sun gear 9, a first motor 10, a shaft II 11, a second gear 12, a third gear 13, a second motor 14, a fourth gear 15, a fifth gear 16, and a differential assembly 17.

[0034] Refer to Figure 1 , the vehicle of the present utility model includes a multi-mode hybrid power transmission device, including three power sources: an engine 1, a first motor 10, and a second motor 14; two clutches: a first clutch 4 and a second clutch 5; a torque damper: a torsional damper 2; two parallel shafts: a shaft I 3 and a shaft II 11; a planetary gear set: a sun gear 9, a planet carrier 8, and a ring gear 7; two sets of gear pairs: a first gear 6, a second gear 12, and a third gear 13, a fourth gear 15, and a fifth gear 16; a differential assembly: a differential assembly 17.

[0035] Among them, the shaft I 3 is used to connect the power of the engine 1 and the first motor 10. The engine 1 can be connected to the shaft I 3 through the torsional damper 2. The engine and the torsional damper 2 can adopt forms known in the prior art. A planetary gear set structure is designed between the first motor 10 and the shaft I 3. Specifically, the first motor 10 is connected to the sun gear 9, the shaft I 3 is connected to the planet carrier 8, and the ring gear 7 is connected to the first clutch 4 and the second clutch 5.

[0036] Among them, the shaft II 11 serves as an intermediate shaft, on which a second gear 12 and a fourth gear 15 are designed. The second gear 12 is respectively connected to the first gear 6 and the third gear 13. The second gear 12 meshes with the first gear 6 to transmit the power of the engine 1 and the first motor 10, and the second gear 12 meshes with the third gear 13 to transmit the power of the second motor 14. The fourth gear 15 is used to transmit the power to the fifth gear 16, and then the power is transmitted to the wheels by the differential assembly 17.

[0037] Among them, the first clutch 4 and the second clutch 5 can be plate clutches and electromagnetic clutches, and can also adopt synchronizers and dog-tooth clutches.

[0038] Next, based on Figure 1 the specific structure shown in the following table is used to illustrate its working mode.

[0039]

[0040] Pure electric mode: The first clutch 4 and the second clutch 5 are in the disengaged state, the engine 1 and the first motor 10 do not work, and the second motor 14 drives and recovers energy. Power transmission path: Second motor 14 → Third gear 13 → Second gear 12 → Shaft II 11 → Fourth gear 15 → Fifth gear 16 → Differential assembly 17.

[0041] Series mode: The first clutch 4 is in the engaged state, the second clutch 5 is in the disengaged state, the engine 1 drives, the first motor 10 generates electricity, and the second motor 14 drives and recovers energy. Two power transmission paths: Engine 1 → Torsional damper 2 → Shaft I 3 → First clutch 4 → Ring gear 7 → Planet carrier 8 → Sun gear 9 → First motor 10, Second motor 14 → Third gear 13 → Second gear 12 → Shaft II 11 → Fourth gear 15 → Fifth gear 16 → Differential assembly 17.

[0042] Parallel mode: The first clutch 4 and the second clutch 5 are in the engaged state, the engine 1 drives, and the first motor 10 and the second motor 14 drive and recover energy. Power transmission path: Engine 1 → Torsional damper 2 → Shaft I 3 → First clutch 4 → First motor 10 → 9 - First sun gear Ps → 8 - First planet carrier Pp → Ring gear 7 → Second clutch 5 → First gear 6 → Second motor 14 → Third gear 13 → Second gear 12 → Shaft II 11 → Fourth gear 15 → Fifth gear 16 → Differential assembly 17, and the power converges and is transmitted at the second clutch 5 and the second gear 12.

[0043] eCVT mode: 1 The second clutch 5 is in the engaged state, the first clutch 4 is in the disengaged state, the engine 1 drives, the first motor 10 adjusts the engine speed in speed mode so that the engine always operates in the high-efficiency speed range, and the second motor 14 drives and recovers energy. Engine 1 → Torsional damper 2 → Shaft I 3 → First motor 10 → Sun gear 9 → Planet carrier 8 → Ring gear 7 → Second clutch 5 → First gear 6 → Second motor 14 → Third gear 13 → Second gear 12 → Shaft II 11 → Fourth gear 15 → Fifth gear 16 → Differential assembly 17, and the power converges and is transmitted at two places: the planet carrier 8 and the second gear 12.

[0044] Parking power generation mode: The first clutch 4 is in the engaged state, 1 the second clutch 5 is in the disengaged state, the engine 1 drives, the first motor 10 generates electricity, and the second motor 14 does not work. Power transmission path: Engine 1 → Torsional damper 2 → Shaft I 3 → First clutch 4 → Ring gear 7 → Planet carrier 8 → Sun gear 9 → First motor 10.

[0045] Figure 2The figure shows a schematic diagram of a second embodiment of the multi-mode hybrid power transmission device of the present utility model. In this example, the power of the first power source and the second power source converges on the input gear of the differential, rather than converging before the input gear of the differential.

[0046] Figures 3(a) and 3(b) show schematic diagrams of a third embodiment of the multi-mode hybrid power transmission device of the present utility model. In this example, the first power source and the second power source can drive, for example, the front axle, while the third power source drives the rear axle, thereby enabling a four-wheel drive configuration for the vehicle.

[0047] As can be seen from the above, the present utility model can achieve five working modes, namely, pure electric mode, series mode, parallel mode, eCVT mode, and parking power generation mode. By controlling the first power source, the second power source, the third power source, and the switching elements according to the vehicle speed, the driver's power demand, and the battery SOC, the vehicle can travel in different modes, and can also achieve the function of continuously variable transmission of the vehicle, improving the fuel economy and power performance of the engine, improving the efficiency and service life of the motor, and increasing the cruising range of the vehicle.

[0048] What has been described above is only an exemplary embodiment of the spirit and principle of the present utility model. Those skilled in the art will understand that various changes can be made to the described examples without departing from the spirit and principle, and these changes and their various equivalent forms are all anticipated by the applicant and fall within the scope defined by the claims of the present utility model.

Claims

1. A multi-mode hybrid power transmission device, arranged between a power source and wheels, for transmitting power from the power source to the wheels, characterized in that: The multi-mode hybrid transmission comprises: a first input shaft for receiving power from a first power source; a second input shaft for receiving power from a second power source; a third input shaft for receiving power from a third power source; a first clutch, the first input shaft being connected to one side of the first clutch; a second clutch having one side connected to the first gear; A planetary gear train, comprising a first member, a second member and a third member, wherein the first member is a planet carrier, the second member is a sun gear, the third member is a ring gear, the first member is connected to the first input shaft, the second member is connected to the second input shaft, and the third member is connected to the other side of the first clutch and the other side of the second clutch; Output shaft.

2. The multi-mode hybrid transmission according to claim 1, characterized in that: The first input shaft and the second input shaft are coaxially arranged.

3. The multi-mode hybrid transmission according to claim 2, characterized in that: The first input shaft and the third input shaft are arranged in parallel.

4. The multi-mode hybrid transmission according to any one of claims 1 to 3, characterized in that: The other side of the first clutch and the other side of the second clutch are fixedly connected.

5. The multi-mode hybrid transmission according to any one of claims 1 to 3, characterized in that: The first clutch and the second clutch are located axially between the first gear and the planetary gear train.

6. A vehicle, characterized in that: The invention comprises a multi-mode hybrid power transmission device according to any one of claims 1 to 5 and the first power source, the second power source and the third power source.

7. The vehicle according to claim 6, characterized in that The first power source, the second power source and the output shaft are used to drive a first axle of the vehicle, and the third power source is used to drive a second axle of the vehicle through another output shaft.

8. The vehicle according to claim 6 or 7, characterized in that A differential is also included, wherein the power of the first power source and the second power source is combined with the power of the third power source at an input gear of the differential.

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