CN201264515Y - Electromechanical power coupling transmission gear for hybrid electric vehicle - Google Patents

Abstract

The utility model provides an electromechanical power coupling transmission device for a hybrid electric vehicle, which includes a motor and a transmission, wherein the motor and the transmission are connected as one structure, the motor includes a motor spindle and a motor rotor, the transmission has a transmission input shaft, and the motor spindle and the transmission input The shafts are coaxially driven and connected, the motor mandrel and the motor rotor are closely matched with each other without sliding, and the motor mandrel, the transmission input shaft and the motor rotor rotate synchronously. The integrated transmission mechanism of the utility model has compact structure and high cost performance, and can improve the economy and emission of the vehicle.

Description

An electromechanical power coupling transmission device for a hybrid electric vehicle

technical field

The utility model relates to a power assembly system of a hybrid electric vehicle, in particular to an electromechanical power coupling transmission device of a hybrid electric vehicle including an integrated transmission mechanism.

Background technique

Compared with conventional vehicles and pure electric vehicles, the biggest difference between hybrid vehicles is the power system. A hybrid vehicle refers to a vehicle that uses two or more energy storage devices, energy sources or converters as driving energy. The flexibility of this energy utilization makes its application prospects very broad. Hybrid vehicles can not only significantly improve fuel economy, but also significantly reduce harmful gas emissions. At present, most hybrid vehicles combine the internal combustion engine of traditional vehicles with the electric motor of electric vehicles to realize the complementary advantages of the two powers. The power coupling system in a hybrid electric vehicle is responsible for combining multiple power sources, realizing reasonable power distribution among multiple power sources, and transmitting the power to the drive axle. Therefore, how to achieve good coupling and optimal control of the engine and motor power, It is a technical problem that must be solved in the development of hybrid electric vehicles. A well-designed electromechanical coupling system plays an important role in the development of hybrid electric vehicles. Its performance is directly related to whether the performance of the whole vehicle meets the design requirements, and it is the core part of hybrid electric vehicles. In addition, most of the hybrid vehicles currently developed in China use manual transmissions and mechanical clutches, whose working performance is affected by the driver's driving habits and cannot give full play to the advantages of hybrid vehicles.

One of the key technologies of the electromechanical coupling system is its structural layout. Electromechanical coupling systems with different structures will lead to different application conditions and use requirements of hybrid vehicles, and the development difficulty is also very different. An ingeniously designed and reasonable electromechanical coupling system can promote the performance of the hybrid electric vehicle more fully, and can obtain good power, economy and the lowest emission with the lowest energy consumption. The core component of the Toyota Prius hybrid is its electromechanical coupling system of planetary structure, which uses the characteristics of the planetary gear mechanism to realize the coupling of the engine, motor and drive structure to achieve optimal vehicle performance. However, the machining of the planetary gear mechanism faces technical difficulties and the machining cost is relatively high.

In the prior art, there is a hybrid vehicle powertrain that uses fuel and electricity as power sources, including an engine, a clutch, a gearbox, and wheels. A flywheel motor is arranged between the engine and the clutch, and its rotor They are respectively connected to the crankshaft of the engine and the clutch, and the stator located in the rotor is connected to the housing of the flywheel motor. With the above structure, the flywheel of the engine and the rotor of the motor are integrated and fixed on the crankshaft of the engine, and its moment of inertia is consistent with that of the original engine flywheel. The stator of the motor is connected with the motor casing, and the motor casing is fixed on the end face of the engine. In this way, the moment of inertia at the output end of the engine is not increased, and the length of the power assembly is reduced, making the structure more compact and saving space. In this hybrid electric vehicle power assembly, the described engine, flywheel motor, clutch box and gearbox are coaxially connected. The engine is coaxial with the flywheel motor, and its output torque can be superimposed directly on the shaft. However, the motor and the engine are rigidly connected, and power interruption cannot be realized between the two, which will affect the efficiency of pure motor drive and braking energy recovery, because under these two working conditions, the engine is in a reverse drag state, which will consume part of the drive. energy or braking energy.

Therefore, it is necessary to provide such an electromechanical power coupling transmission device for hybrid electric vehicles, which can make the hybrid power system develop from a discrete structure to a modular and integrated direction of clutches, motors and transmissions, so as to realize the overall design and integration of the entire vehicle. The modular design makes the structure of the whole vehicle more compact, which is convenient for control and effectively reduces the cost of the whole vehicle.

Utility model content

The utility model provides an electromechanical power coupling transmission device for a hybrid electric vehicle, which includes a mode clutch, a motor system, an automatic mechanical transmission and a power transmission device controller, wherein the mode clutch includes a clutch body and a clutch actuator; the motor system includes a motor body and a clutch actuator. The motor controller, the automatic mechanical transmission includes a transmission body, an automatic shifting actuator and a transmission controller. The motor body includes a motor mandrel and a motor rotor. The transmission body has a transmission input shaft. The motor body and the transmission body are connected as one structure. The shaft and the transmission input shaft are coaxially driven and connected, the motor mandrel and the motor rotor are closely matched with each other without sliding, the motor mandrel, the transmission input shaft and the motor rotor rotate synchronously, the power transmission controller and the clutch actuator, the motor control The communication connection between the transmission and the transmission controller is used to uniformly control the clutch actuator, the motor controller and the transmission controller.

The end of the motor shaft close to the transmission has an internal spline, and the end of the transmission input shaft close to the motor has an external spline. The motor shaft and the transmission input shaft are meshed and connected through the above-mentioned internal and external splines. surplus cooperation. In addition, the motor spindle and the transmission input shaft can also be an integrated transmission shaft structure, and the integrated transmission shaft structure and the motor rotor adopt an interference fit.

The power transmission controller includes a power supply module, an input port, an analog input processing module, a digital input processing module, a pulse signal processing module, a control chip, a CAN bus interface, and an output port. The control chip can be an S12X single-chip microcomputer, preferably a S12X single-chip microcomputer with S12 and XGATE coprocessor dual-core, and utilize its XGATE coprocessor to handle all communication tasks.

The above-mentioned analog quantity input processing module includes a second-order RC filter, and its core component can be an operational amplifier with a high voltage change rate and a low offset voltage. The above-mentioned pulse signal processing module includes an optocoupler and a Schmitt trigger.

The utility model also provides a shift control and mode control system of a hybrid motor vehicle, including a vehicle controller, an electronic accelerator actuator, an engine, a vehicle operation monitoring system, and an electromechanical power coupling transmission device, wherein the electromechanical power Coupling transmission device includes mode clutch, motor system, automatic mechanical transmission and power transmission device controller, mode clutch includes clutch body and clutch actuator, motor system includes motor body and motor controller, automatic mechanical transmission includes transmission body, automatic shift execution Mechanism and transmission controller, the motor body includes a motor spindle and a motor rotor, the transmission body has a transmission input shaft, the motor body and the transmission body are connected as one structure, the motor spindle and the transmission input shaft are coaxially driven, and the motor spindle is connected to the transmission input shaft. The motor rotors are closely matched with each other without slipping, the motor spindle, the transmission input shaft and the motor rotor rotate synchronously, the power transmission device controller communicates with the clutch actuator, the motor controller and the transmission controller to uniformly control the clutch execution Mechanism, motor controller and transmission controller, the vehicle controller is respectively connected with the vehicle operation monitoring system, the electronic throttle actuator and the power transmission controller in the electromechanical power coupling transmission device, and the electronic throttle actuator is connected with the engine. To control the working state of the engine.

The utility model also provides a method for shift control and mode control using the above-mentioned system in a hybrid motor vehicle, which includes the following steps: the vehicle controller analyzes and judges according to various vehicle operating parameters provided by the vehicle operation monitoring system Whether it is necessary to shift gears or switch working modes, when it is determined that gear shifting is required, the vehicle controller sends instructions to the electronic throttle actuator and the power transmission device controller respectively to make the clutch cooperate with the engine throttle opening to realize gear shifting or working mode switch.

Adopting the electromechanical power coupling transmission device of the utility model on the hybrid electric vehicle can realize the automatic control of the clutch and gear shifting. The working area of the engine and the motor can be optimized through automatic gear shifting, avoiding the influence of the driver's human factors, so that the vehicle can perform better; the whole vehicle can work in the single drive of the engine, the hybrid drive of the engine and the motor, and the pure motor drive , driving charging and regenerative braking and other working modes, through the reasonable selection of working modes, the economy and emission of the vehicle can be improved. The electromechanical power coupling transmission device of the hybrid electric vehicle of the utility model has the characteristics of compact structure and high cost performance.

Description of drawings

Fig. 1 is a schematic longitudinal section view of an embodiment of the integrated transmission mechanism of the present invention.

Fig. 2 is a schematic structural diagram of the electromechanical power coupling transmission device of the present invention.

Fig. 3 is a schematic longitudinal section view of an embodiment of the electromechanical power coupling transmission device of the present invention.

Fig. 4 is the structural principle of the hybrid electric vehicle loaded with the electromechanical power coupling transmission device of the present utility model.

Fig. 5 is a hardware structural diagram of the power transmission device controller of the present invention.

Figure 6 is a circuit schematic diagram of the analog input processing module.

Fig. 7 is a circuit schematic diagram of the pulse signal processing module.

Figure 8 is a schematic diagram of the CAN bus interface circuit.

Fig. 9 is a schematic longitudinal sectional view of another embodiment of the integrated transmission mechanism of the present invention.

Fig. 10 is a schematic longitudinal section view of another embodiment of the electromechanical power coupling transmission device of the present invention.

Detailed ways

In order to describe the utility model more clearly, the specific implementation of the utility model will be described in more detail below through specific examples. However, it should be understood that the specific embodiments described below are only used to illustrate the utility model, and are not used to limit the utility model in any way, and the elements, assemblies and arrangement thereof used are only representative, and Not limited to the cases listed. Those skilled in the art can make changes and improvements to the utility model without departing from the scope of protection defined by the claims of the utility model by reading the following descriptions, and these changes and improvements are also within the scope of protection required by the utility model.

An embodiment of the electromechanical power coupling transmission device of the hybrid electric vehicle of the present invention is composed of a mode clutch, a motor system, an automatic mechanical transmission (Automatic Mechanism Transmission, referred to as AMT) and a power transmission device controller. The mode clutch adopts the traditional clutch body mechanism, the original manual operation mechanism is replaced by the clutch automatic actuator, and the "motor power + hydraulic drive" scheme is adopted. The motor adopts switched reluctance motor, which has the function of electric motor and power generation, and adopts the structural design scheme of disc shape to shorten the axial dimension as much as possible. The AMT gear transmission mechanism adopts the traditional transmission body structure, the selection/shift actuator adopts the technical scheme driven by dual motors, the gear selection mechanism adopts the mechanism scheme of "worm gear + worm gear + rack and pinion", and the gear shift mechanism adopts the "worm gear + worm + gear pair" "Mechanism scheme, the gear selection motor and the gear shift motor are each equipped with an angular displacement sensor, which is used to measure the gear selection and gear shift strokes respectively. The motor controller and the transmission controller communicate with the power transmission controller, and the signals are transmitted through the Controller Area Network (CAN) bus. The transmission input shaft is designed to be lengthened, and is connected to the inner rotor of the motor through a spline sleeve, and the shaft end is connected to the clutch driven plate through a flat key. Compared with the flange connection scheme, this scheme saves the axial space size. The technical scheme of the hardware of the power transmission device controller is: using S12X single-chip microcomputer as the main controller, by collecting analog signals such as accelerator pedal and brake pedal, switch signal, and vehicle speed pulse signal, the power transmission device controller obtains the information required for judging the driving intention. various parameters. In order to ensure the stability of the input signal and reduce the input interference, the input signal is adjusted. The analog signal is filtered by a second-order active low-pass RC filter, and the digital signal is isolated from electromagnetic interference by a photocoupler. At the same time, the power transmission device controller communicates with the transmission controller and motor controller through the CAN bus to share relevant state parameters. The CAN communication follows the application layer protocol generated through multi-party negotiation. The CAN interface hardware uses a high-speed CAN transceiver with photoelectric isolation at its front end, and a common mode choke coil at the back end to suppress common mode interference and improve the CAN bus level quality.

In order to deeply understand the features and advantages of the present utility model, now in conjunction with the drawings, describe in detail as follows:

As shown in FIG. 1 , it shows a schematic longitudinal section of an embodiment of the integrated transmission mechanism of the present invention. The integrated transmission mechanism includes a clutch output shaft 1 , a clutch release bearing 2 , a motor front cover 3 , a motor housing 4 , a motor rotor 5 , a motor rear end cover 6 , a gearbox connecting plate 7 and a gearbox input shaft 8 .

The right end part of the clutch output shaft 1 is an interference fit with the motor rotor 5, and is used as a motor mandrel. This shaft is connected with the gearbox input shaft 8 through a spline, and the torque transmitted by the clutch and the torque generated by the motor act together after being superimposed. On the gearbox input shaft 8. The gearbox connection plate 7 and the motor rear end cover 6 are integrally connected by screws, so that the integrated design of the entire power transmission mechanism can be realized.

The principle structure diagram of the electromechanical power coupling transmission device of the hybrid electric vehicle of the present invention is shown in Fig. 2, which is composed of a mode clutch, a motor system, an automatic mechanical transmission and a power transmission device controller. The mode clutch includes a clutch body and a clutch actuator, the motor system includes a motor body and its controller, and the automatic mechanical transmission includes a transmission body, an automatic shift actuator and a transmission controller.

Fig. 3 is a structural diagram of an embodiment of the hybrid electric vehicle electromechanical power coupling transmission device of the present invention. Among them, 9 represents the mode clutch, 10 represents the motor, 11 represents the gearbox, 12 represents the clutch actuator, 13 represents the motor controller, 14 represents the automatic transmission actuator, 15 represents the transmission controller, and 16 represents the power transmission device controller.

The hybrid electric vehicle electromechanical power coupling transmission device comprising the integrated transmission mechanism of the utility model includes three major components of the vehicle mode clutch, motor, and transmission, and is designed in an integrated manner, with the functions of dynamic control and management, and is a hybrid electric vehicle. Central component of shift control and energy management strategies. The front of the mode clutch is connected with the engine, and the rear of the transmission is connected with the transmission shaft. The power transmission device controller will uniformly control the clutch actuator, motor controller, and transmission controller, and can also control the engine electronic throttle actuator, so as to realize the coordinated control of the engine and the electric motor, and the coordinated control of the motor speed regulation and gear selection , Coordinated control of clutch and gear shifting.

The hybrid vehicle (as shown in Figure 4) loaded with the electromechanical power coupling transmission device of the present utility model has multiple operating modes such as hybrid driving, driving charging, pure electric, regenerative braking and parking charging, and the parts under each operating mode The working status is shown in Table 1. The control requirements include gear shift control and mode switching control. The three working modes of hybrid drive, driving charging and pure electric drive involve gear shift control, and no gear shifting occurs in the two modes of regenerative braking and parking charging.

Table 1 Working status of components in each working mode

mode code Operating mode engine clutch motor status transmission I hybrid drive Work join electric on file II Driving charging Work join generate electricity on file III pure electric closure separate electric on file IV regenerative braking closure separate generate electricity on file V parking charging Work join generate electricity gap

The shift process under the premise of clutch engagement can be divided into the following three stages.

① Disengaging clutch: The vehicle controller judges whether to shift gears according to the current vehicle speed, accelerator opening and gear position (acquired through the vehicle operation monitoring system (not shown in the figure)). When the vehicle is about to shift gears, the vehicle controller quickly reduces the throttle opening command. On the one hand, the engine accepts the command and reduces the throttle opening or fuel injection volume; Command analysis, control mode clutch disengages quickly, and at the same time reduces the motor target torque command, the motor controller accepts the command and quickly controls the motor to the target state.

②Gear selection and shifting stage: It is divided into three processes of removing gear, selecting gear and engaging gear in turn. 1) Gear removal: After the transmission controller confirms stage ①, control the shift motor to quickly place the shift lever from the current gear to neutral; 2) Gear selection: After the gear removal is completed, the transmission controller controls the gear selection motor to select The gear lever is aligned to the target gear position; 3) Gear shifting: After the gear selection is completed, the motor controller controls the motor to enter the speed regulation mode to adjust the speed of the new gear meshing gear and the driving gear. When the speed difference between the driving gear and the driven gear reaches a certain range , the shift motor performs the shift operation to realize smooth shifting.

③Clutch engagement stage: After shifting into a new gear, the engine has no load at this time, adjust the electronic throttle opening to the throttle opening corresponding to the engine’s target speed after shifting into a new gear, and then power transmission The device controller controls the clutch to start to engage, the throttle opening command is gradually increased, the engine power starts to resume transmission, and the motor enters the predetermined working and control mode.

Shift control strategy under the premise of clutch disengagement: when the clutch is disengaged, it may work in both pure electric and regenerative braking modes, but only in pure electric mode there is a shift requirement. When the vehicle is about to shift gears, the power transmission device controller gives a gear shift demand command. On the one hand, the motor controller accepts the command and quickly reduces the target torque command of the motor. On the other hand, the transmission controller enters into the gear selection control. Its operation process is consistent with the operation of the gear selection phase ② in the gear shift control strategy under the premise of clutch engagement.

When the working mode is switched between I and II or between III and IV, the state of the clutch does not change. When changing from mode I or II to III or IV, it is necessary to disengage the clutch, and the vehicle controller quickly reduces the accelerator opening command. On the one hand, the engine accepts the command and reduces the throttle opening or fuel injection volume, and on the other hand, the power The transmission controller analyzes the instructions of the vehicle controller, and the control mode clutch is quickly disengaged. At the same time, the motor controller accepts the instructions and quickly controls the motor to enter the power generation or electric state. When changing from mode III or IV to I or II, it is necessary to engage the clutch, and the operation process is consistent with the phase ③ of engaging the clutch.

The specific implementation scheme of the hardware of the power transmission device controller in the utility model is as follows.

Fig. 5 shows the hardware structure diagram of the controller of the power transmission device. In order to obtain good power quality, a linear regulated power supply is used to convert the 12-volt DC input from the battery into the 5-volt DC required by the microcontroller and peripheral chips.

The analog signal is processed by the second-order RC low-pass filter and input to the analog-to-digital conversion input port of the single-chip microcomputer; the digital signal (switch signal) is input to the IO port of the single-chip microcomputer through photoelectric isolation; the pulse signal from the vehicle speed sensor is conditioned by the pulse signal The circuit is input to the timer input port of the microcontroller. On the output side, the powertrain controller controls the operation of the mode clutch via a relay. Through the CAN transceiver, the power transmission controller is connected to the CAN bus and communicates with other nodes.

The processing of the analog signal is shown in Figure 6. The analog signal is input from the "IN" port, and the input signal is limited by the voltage regulator D1 first to avoid damage to the device due to excessive input voltage. The signal is output from the "OUT" port through a second-order RC low-pass filter. The component parameters of the second-order RC low-pass filter include: the resistance values of R1, R2, and R3; the capacitance values of C1, and C2. Parameter selection should first select the cut-off frequency for high-frequency signals, and then calculate the corresponding resistance and capacitance values according to the frequency. Here, an operational amplifier with a high voltage change rate and a small offset voltage is selected to obtain a better filtering effect.

The processing of the pulse signal is shown in Figure 7. The pulse signal (square wave) is input from the port "IN". It is also limited by the Zener tube first, and then filtered by an RC filter circuit to filter out high-frequency interference. It is input to the optocoupler and isolated. External interference, the signal output from the optocoupler passes through a Schmitt trigger to shape the waveform, and outputs it from the "OUT" port.

The CAN bus interface circuit is shown in Figure 8. Photoelectric isolation is used between the microcontroller and the high-speed CAN bus transceiver to isolate the level of the microcontroller system from the CAN bus level, effectively preventing interference signals from being transmitted from the bus to the microcontroller. . A common-mode choke coil dedicated to the CAN bus can also be used on the bus to effectively suppress common-mode interference on the bus.

The power transmission device controller adopts the S12X single-chip microcomputer with S12 and XGATE coprocessor dual core, uses the coprocessor to handle various communication tasks, liberates the CPU from high-speed communication, and makes it have more resources to realize the control strategy. Greatly improved controls.

As shown in FIG. 9 , it shows a schematic longitudinal section of another embodiment of the integrated transmission mechanism of the present invention. The integrated transmission mechanism of this embodiment consists of clutch output shaft 17, clutch release bearing 18, motor front end cover 19, motor housing 20, motor rotor 21, motor rear end cover 22 and gearbox connecting plate 23 and gearbox input shaft 24 compositions. In this embodiment, the output shaft of the traditional clutch, the spindle of the motor and the input shaft of the gearbox are combined into one power transmission shaft. The torque is transmitted directly through the gearbox after the torque is superimposed. The front of the gearbox connecting plate 23 is connected with the motor rear end cover 22 as a whole by bolts, and the rear is fixedly connected with the gearbox housing, so that the integrated design of the motor and the gearbox can be realized.

Fig. 10 is a schematic structural diagram of another embodiment of the electromechanical power coupling transmission device of the hybrid electric vehicle of the present invention. In this embodiment, except that the integrated transmission mechanism is different from the previous embodiment, the remaining parts are identical to it. Among them: 25 represents the mode clutch, 26 represents the motor, 27 represents the gearbox, 28 represents the clutch actuator, 29 represents the motor controller, 30 represents the automatic transmission actuator, 31 represents the transmission controller, and 32 represents the power transmission device controller.

The foregoing discussion discloses and describes exemplary embodiments of the present invention. Those skilled in the art will easily find that various changes, modifications and changes can be made from the above discussion, drawings and claims, and these changes, modifications and changes are also within the protection scope of the utility model.

Claims (9)

1. A hybrid electric vehicle electromechanical power coupling transmission device, comprising mode clutch, motor system, automatic mechanical transmission and power transmission device controller, is characterized in that: mode clutch comprises clutch body and clutch actuator; Motor system comprises motor body and Motor controller; the automatic mechanical transmission includes a transmission body, an automatic shifting actuator and a transmission controller; the above-mentioned motor body includes a motor mandrel and a motor rotor, the transmission body has a transmission input shaft, and the motor body and the transmission body are connected into one structure; the motor core The shaft and the transmission input shaft are coaxially driven and connected; the motor spindle and the motor rotor are closely matched with each other without sliding; the motor spindle, the transmission input shaft and the motor rotor rotate synchronously; the power transmission controller and the clutch actuator, motor control The communication connection between the transmission and the transmission controller is used to uniformly control the clutch actuator, the motor controller and the transmission controller. 2. The electromechanical power coupling transmission device for a hybrid vehicle according to claim 1, characterized in that: the motor spindle has an internal spline near the end of the transmission; the transmission input shaft has an external spline near the end of the motor; the motor spindle and The transmission input shaft is meshed and connected through the above-mentioned internal and external splines; the motor mandrel and the motor rotor adopt interference fit. 3. The electromechanical power coupling transmission device for a hybrid electric vehicle according to claim 1, characterized in that: the motor spindle and the transmission input shaft are an integrated transmission shaft structure; the integrated transmission shaft structure and the motor rotor adopt an interference fit. 4. The hybrid electric vehicle electromechanical power coupling transmission device according to any one of claims 1 to 3, characterized in that: the power transmission device controller includes a power supply module, an input port, an analog input processing module, a digital input processing module Module, pulse signal processing module, control chip, CAN bus interface, output port. 5. The electromechanical power coupling transmission device of a hybrid electric vehicle according to claim 4, characterized in that: the control chip is an S12X single-chip microcomputer. 6. The hybrid electric vehicle electromechanical power coupling transmission device according to claim 5, characterized in that: said S12X single-chip microcomputer has dual cores of S12 and XGATE coprocessor, and uses its XGATE coprocessor to handle all communication tasks. 7. The electromechanical power coupling transmission device of a hybrid electric vehicle according to claim 4, characterized in that: the analog input processing module includes a second-order RC filter. 8. The electromechanical power coupling transmission device of a hybrid electric vehicle according to claim 7, characterized in that: the core element of the second-order RC filter is an operational amplifier with a high voltage change rate and a low offset voltage. 9. The electromechanical power coupling transmission device of a hybrid electric vehicle according to claim 4, wherein the pulse signal processing module includes an optocoupler and a Schmitt trigger.

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