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WO2019218267A1 - Hybrid power transmission and vehicle - Google Patents

Hybrid power transmission and vehicle Download PDF

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Publication number
WO2019218267A1
WO2019218267A1 PCT/CN2018/087079 CN2018087079W WO2019218267A1 WO 2019218267 A1 WO2019218267 A1 WO 2019218267A1 CN 2018087079 W CN2018087079 W CN 2018087079W WO 2019218267 A1 WO2019218267 A1 WO 2019218267A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear
transmission
output shaft
motor
hybrid
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2018/087079
Other languages
French (fr)
Chinese (zh)
Inventor
李至浩
陈振辉
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Schaeffler Technologies AG and Co KG
Original Assignee
Schaeffler Technologies AG and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Schaeffler Technologies AG and Co KG filed Critical Schaeffler Technologies AG and Co KG
Priority to PCT/CN2018/087079 priority Critical patent/WO2019218267A1/en
Priority to DE112018007608.3T priority patent/DE112018007608T5/en
Priority to CN201880088292.5A priority patent/CN111655525A/en
Publication of WO2019218267A1 publication Critical patent/WO2019218267A1/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4808—Electric machine connected or connectable to gearbox output shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4833—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K2006/541—Transmission for changing ratio without reverse ratio using instead electric reversing
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present invention relates to a hybrid transmission for a hybrid vehicle including an internal combustion engine, a first electric machine, a second electric machine, and the hybrid transmission, the hybrid transmission including a transmission input shaft and a transmission output shaft
  • the internal combustion engine is coupled to the transmission input shaft via a clutch
  • the first motor is coupled to the transmission input shaft in a rotationally fixed manner.
  • the invention relates to a vehicle having the hybrid transmission.
  • a current plug-in hybrid drive system two electric machines are provided in connection with a hybrid transmission, and the internal combustion engine is coupled to the hybrid transmission via a hydraulic clutch, whereby the hybrid transmission is capable of implementing a plurality of operating modes.
  • known hybrid transmissions can only provide single gears for traction motors and internal combustion engines, which is insufficient to optimize the operating point of the electric machine or internal combustion engine.
  • the hydraulic clutch is engaged or disconnected according to the running condition, so that the hybrid drive and the pure electric drive are switched. For example, in highway driving, the internal combustion engine is more efficient and the vehicle speed is higher. At this time, the hydraulic clutch is engaged, and the internal combustion engine is only in single gear.
  • the output torque cannot coordinate the engine speed and the actual running speed of the wheel, and the optimal function of the engine cannot be achieved.
  • the integrated starter motor only operates as a generator and cannot output torque.
  • urban driving the internal combustion engine is very inefficient.
  • the vehicle speed is also low, the hydraulic clutch is disconnected, and the torque is output only by the single gear of the motor, and the high torque cannot be provided due to the limitation of the motor power. Therefore, the performance of a hybrid drive system with only a single gear is not ideal.
  • the traction torque of the motor is limited, an additional rear wheel drive is usually required, so the hybrid drive system is very costly.
  • the technical problem to be solved by the present invention is to provide a hybrid transmission for a hybrid vehicle that enables the hybrid vehicle to achieve both power performance and fuel economy in various driving situations.
  • the hybrid transmission for a hybrid vehicle of the present invention including a first electric machine, a second electric machine, a transmission input shaft, and a transmission output shaft, wherein the internal combustion engine passes through the clutch and the transmission input shaft Connected, the first motor transmits torque to the transmission input shaft and the second motor transmits torque to the transmission output shaft.
  • the first gear and the third gear are rotationally disposed on the transmission input shaft
  • the second gear and the fourth gear are disposed over the transmission output shaft
  • a synchronizer is provided, the synchronizer being located at the second gear and the fourth
  • the transmission output shaft is coupled to the second gear or the fourth gear in a rotationally fixed manner, wherein the first gear meshes with the second gear and the second gear meshes with the fourth gear.
  • the first gear wheel and the third gear wheel are arranged in a rotationally fixed manner on the transmission input shaft, that is to say the gear wheels are connected to the transmission input shaft in a rotationally fixed manner, for example by means of splines.
  • the second gear and the fourth gear are vacantly disposed on the transmission output shaft, that is, for example, can be supported on the transmission output shaft by bearings, thereby achieving relative rotation of the gear relative to the transmission output shaft.
  • the operating point can be optimized relative to the prior art.
  • the traction motor drive mode that provides more gears, the size of the traction motor can be reduced according to the actual situation, which helps the layout of the drive system.
  • the first motor can also function as a traction motor when the clutch is disconnected to improve the dynamic performance of the hybrid vehicle in the pure electric drive mode.
  • no additional traction motors are required. And when the transmission shifts, there is no power interruption, and the driving performance is good.
  • the first electric machine is an integrated starter motor. Therefore, the first motor realizes the dual functions of the starter and the motor.
  • the second electric machine is a traction motor so that the torque can be output directly to the transmission output shaft.
  • the transmission input shaft is arranged parallel to the transmission output shaft, thereby achieving a compact arrangement.
  • the first electric machine has a first motor shaft on which the seventh gear is arranged in a rotationally fixed manner, the seventh gear meshing with the first gear. Thereby the torque of the first electric machine can be transmitted to the transmission input shaft via a pair of gears.
  • the second motor has a second motor shaft, the fifth gear is rotationally fixed on the second motor shaft, and the sixth gear is provided on the transmission output shaft in a rotationally fixed manner, the fifth gear and the Six gears mesh.
  • the torque of the traction motor can be transmitted to the transmission output shaft via a pair of gears to achieve shifting.
  • the reverse function can also be realized.
  • the clutch is integrated inside the first electric machine. That is, the clutch is divided into a first side and a second side that can be engaged or disconnected from each other. For example, the first side of the internal combustion engine and the clutch are connected, and a torsional vibration damper is disposed therebetween to effectively avoid resonance of the transmission system and reduce noise of the transmission system.
  • the transmission input shaft is coupled to the second side of the clutch and the output of the first motor is anti-twisted to the second side.
  • the clutch and its actuating device are arranged radially inward of the first motor to achieve a space-saving layout.
  • the first electric machine, the torsional vibration damper, the clutch and its actuating device can together form a P2 hybrid module that is more compact and more easily integrated between the internal combustion engine and the transmission input for hybrid drive.
  • the present invention it is possible to provide the following functions according to different states of the internal combustion engine, the first motor, the second motor, the clutch, and the two synchronizers: pure electric drive, pure internal combustion engine drive, hybrid drive, standard charge, charge recovery, The internal combustion engine starts and runs during the running of the vehicle.
  • FIG. 1 is a schematic view of a hybrid transmission according to a first embodiment of the present invention
  • FIG. 2 is a schematic diagram of torque transfer in a pure electric mode of the hybrid transmission according to FIG.
  • FIG. 3 is a schematic diagram of torque transfer in a pure internal combustion engine drive mode of the hybrid transmission of FIG.
  • FIG. 4 is a schematic diagram of torque transfer in a hybrid drive mode of the hybrid transmission of FIG.
  • Figure 5 is a schematic illustration of torque transfer in a charging mode of the hybrid transmission shown in Figure 1;
  • Figure 6 is a schematic view of torque transmission in the endurance mode of the hybrid transmission shown in Figure 1;
  • Figure 7 is a graph of the operation mode of the hybrid transmission shown in Figure 1 in different clutch and synchronizer states.
  • Figure 8 is a schematic illustration of a hybrid transmission in accordance with a second embodiment of the present invention.
  • the hybrid transmission has a transmission input shaft 2, a transmission output shaft 3, a traction motor TM, a traction motor shaft 4, an integrated starter motor ISG, an integrated starter motor shaft 5, a synchronizer A, and four sets of gear pairs.
  • the transmission input shaft 2, the transmission output shaft 3, the traction motor shaft 4 and the integrated starter motor shaft 5 are arranged in parallel.
  • the transmission input shaft 2 is coupled to the internal combustion engine ICE via a clutch k0, wherein the clutch k0 is divided into a first side and a second side that are engageable or disengageable with each other.
  • the transmission input shaft 2 is coupled to the second side of the clutch k0, and the internal combustion engine ICE is coupled to the first side of the clutch k0, and a torsional vibration damper 6 is disposed therebetween to effectively avoid resonance of the transmission system and reduce noise of the transmission system. .
  • the transmission input shaft 2 is coupled to the second side of the clutch k0. Therefore, when the clutch k0 is closed, the connection of the internal combustion engine ICE to the transmission input shaft 2 is achieved.
  • the first gear Z11 and the second gear Z12 are arranged in a rotationally fixed manner in the axial direction away from the clutch k0, preferably by splines.
  • a sixth gear Z24, a second gear Z21, a synchronizer A and a fourth gear Z22 are arranged in a direction away from the differential, wherein the sixth gear Z24 is anti-twisted, preferably by splines Disposed on the shift output shaft 3, the second gear Z21 and the fourth gear Z22 are vacantly supported, in particular by bearings, on the transmission output shaft 3 and mesh with the first gear Z11 and the third gear Z12, respectively.
  • the synchronizer A can connect the second gear Z21 or the fourth gear Z22 to the transmission output shaft 3 in a rotationally fixed manner.
  • the synchronizer A is preferably connected to the transmission output shaft 3 by a spline, and the second gear Z21 and the fourth gear Z22 additionally have teeth matching the synchronizer A, which can be synchronized by the sliding sleeve of the synchronizer. Torque connection to the teeth of the gear.
  • the traction motor shaft 4 is connected to the traction motor TM in a rotationally fixed manner.
  • a fifth gear Z44 is arranged in a rotationally fixed manner on the traction motor shaft 4, and a fifth gear Z44 is meshed with a sixth gear Z24 on the transmission output shaft 3. The power of the traction motor TM is thereby transmitted to the transmission output shaft 3.
  • the integrated starter motor shaft 5 is connected to the integrated starter motor ISG in a rotationally fixed manner.
  • a seventh gear Z31 is arranged on the integrated starter motor shaft 5 in a rotationally fixed manner, and a seventh gear Z31 is meshed with a first gear Z11 on the transmission input shaft 2. The power of the integrated starter motor ISG is thereby transmitted to the transmission input shaft 2.
  • Synchronizer A has three gears, the L bit, the N bit and the R bit.
  • the synchronizer When the synchronizer is in the N position, the synchronizer is not engaged with any of the gears, in an idling state; when the synchronizer A is in the L position, it is engaged with the gear Z21; when the synchronizer A is in the R position, it is engaged with the gear Z22.
  • the power system of the hybrid vehicle according to the present invention can realize the following mode:
  • Synchronizer A is in any position and clutch k0 is open.
  • the integrated starter motor ISG does not work.
  • the torque of the traction motor TM is transmitted from the traction motor shaft 4 through the gears Z44-Z24 to the transmission output shaft 3, thereby causing the wheels to rotate. Since the traction motor TM can reverse in the forward direction, this gear can also be used as a reverse gear of the vehicle.
  • Synchronizer A is in the R position and clutch k0 is off.
  • the torque of the traction motor TM is transmitted from the traction motor shaft 4 through the gears Z44-Z24 to the transmission output shaft 3.
  • the torque of the integrated starter motor ISG is transmitted from the integrated starter motor shaft 5 through the gear pair Z31-Z11 to the transmission input shaft 2, and then to the transmission output shaft 3 through the gear pair Z12-Z22. Thereby the two motors together drive the wheel to rotate.
  • Synchronizer A is in the L position and clutch k0 is off.
  • the torque of the traction motor TM is transmitted from the traction motor shaft 4 through the gears Z44-Z24 to the transmission output shaft 3.
  • the torque of the integrated starter motor ISG is transmitted from the integrated starter motor shaft 5 to the transmission output shaft 3 via gears Z31-Z11-Z21. Thereby the two motors together drive the wheel to rotate.
  • Synchronizer A is in the L position and clutch k0 is off. Traction motor TM does not work. At the same time, the torque of the integrated starter motor ISG is transmitted from the integrated starter motor shaft 5 through the gears Z31-Z11-Z21 to the transmission output shaft 3, thereby driving the wheels to rotate.
  • Synchronizer A is in the R position and clutch k0 is closed. Both motors are not working.
  • the torque of the internal combustion engine ICE is transmitted from the transmission input shaft 2 to the transmission output shaft 3 through the gear pair Z12-Z22, thereby driving the wheel to rotate.
  • ICE2 Synchronizer A is in the L position and clutch k0 is closed. Both motors are not working. The torque of the internal combustion engine ICE is transmitted from the transmission input shaft 2 to the transmission output shaft 3 through the gear pair Z11-Z21, thereby driving the wheel to rotate.
  • the hybrid drive mode that is, the internal combustion engine ICE and the traction motor TM, both provide power, and the hybrid transmission according to the present invention can realize four gears in the hybrid drive mode, as shown in FIG.
  • ICE1+EM1 Synchronizer A is in the R position and clutch k0 is closed.
  • the integrated starter motor ISG does not work.
  • the torque of the internal combustion engine ICE is transmitted from the transmission input shaft 2 through the gear pair Z12-Z22 to the transmission output shaft 3; the torque of the traction motor TM is transmitted from the traction motor shaft 4 through the gears Z44-Z24 to the transmission output shaft 3. Therefore, the transmission coupling shaft 3 is rotated by the power coupling of the internal combustion engine ICE and the traction motor TM, thereby driving the wheel to rotate.
  • ICE2+EM1 Synchronizer A is in the L position and clutch k0 is closed.
  • the integrated starter motor ISG does not work.
  • the torque of the internal combustion engine ICE is transmitted from the transmission input shaft 2 through the gear pair Z11-Z21 to the transmission output shaft 3; the torque of the traction motor TM is transmitted from the traction motor shaft 4 through the gears Z44-Z24 to the transmission output shaft 3. Therefore, the transmission coupling shaft 3 is rotated by the power coupling of the internal combustion engine ICE and the traction motor TM, thereby driving the wheel to rotate.
  • ICE1+EM2 Synchronizer A is in the R position and clutch k0 is closed.
  • the torque of the internal combustion engine ICE is transmitted from the transmission input shaft 2 through the gear pair Z12-Z22 to the transmission output shaft 3; the torque of the traction motor TM is transmitted from the traction motor shaft 4 through the gears Z44-Z24 to the transmission output shaft 3.
  • the torque of the integrated starter motor ISG is transmitted from the integrated starter motor shaft 5 through the gear pair Z31-Z11 to the transmission input shaft 2, and then to the transmission output shaft 3 through the gear pair Z12-Z22. Therefore, the power coupling of the internal combustion engine ICE, the traction motor TM and the integrated starter motor ISG drives the transmission output shaft 3 to rotate, thereby driving the wheel to rotate.
  • ICE2+EM3 Synchronizer A is in the L position and clutch k0 is closed.
  • the torque of the internal combustion engine ICE is transmitted from the transmission input shaft 2 through the gear pair Z11-Z21 to the transmission output shaft 3; the torque of the traction motor TM is transmitted from the traction motor shaft 4 through the gears Z44-Z24 to the transmission output shaft 3.
  • the torque of the integrated starter motor ISG is transmitted from the integrated starter motor shaft 5 to the transmission output shaft 3 via gears Z31-Z11-Z21. Therefore, the power coupling of the internal combustion engine ICE, the traction motor TM and the integrated starter motor ISG drives the transmission output shaft 3 to rotate, thereby driving the wheel to rotate.
  • synchronizer A is at the N position, and clutch k0 is closed.
  • Traction motor TM does not work.
  • the torque of the internal combustion engine ICE is sequentially transmitted to the integrated starter motor ISG serving as a generator via the torsional vibration damper 6, the engaged clutch k0 and the gear pair Z11-Z31, thereby converting mechanical energy into electrical energy and stored in, for example, a storage battery.
  • the charging function is realized.
  • Synchronizer A is at N position and clutch k0 is closed.
  • the torque transmission direction is opposite to the above-described charging mode, and the integrated starter motor ISG is used as the motor output torque, which is transmitted to the internal combustion engine ICE via the gear pair Z31-Z11 and the engaged clutch k0 to start the internal combustion engine ICE.
  • the starting of the internal combustion engine can be carried out under two operating conditions in which the traction motor TM is operated or not.
  • synchronizer A is at N position, and clutch k0 is closed.
  • the torque of the traction motor TM is transmitted from the traction motor shaft 4 through the gears Z44-Z24 to the transmission output shaft 3, thereby causing the wheels to rotate.
  • the torque of the internal combustion engine ICE is sequentially transmitted to the integrated starter motor ISG serving as a generator via the torsional vibration damper 6, the engaged clutch k0 and the gear pair Z11-Z31, thereby converting mechanical energy into electrical energy and stored in, for example, a storage battery.
  • the traction motor TM is continuously operated.
  • Figure 8 shows a schematic view of a hybrid transmission in accordance with a second embodiment of the present invention.
  • the transmission input shaft 2 is also coupled to the internal combustion engine ICE via a clutch k0, wherein the clutch k0 is divided into a first side and a second side that are engageable or disengageable with each other.
  • the internal combustion engine ICE is coupled to the first side of the clutch k0, and the transmission input shaft 2 is coupled to the second side of the clutch k0.
  • the present embodiment differs from the first embodiment according to FIG. 1 in that the rotor of the integrated starter motor ISG is connected to the second side in a rotationally fixed manner.
  • the clutch k0 and its actuating device are arranged radially inward of the integrated starter motor ISG to achieve a space-saving layout.
  • the integrated starter motor ISG, torsional vibration damper 6, clutch k0 and its actuating device can together form a P2 hybrid module for more compact and more convenient integration between the internal combustion engine ICE and the transmission input shaft 2 for hybrid operation drive.
  • the load point can be optimized relative to the prior art.
  • the size of the traction motor can be reduced according to the actual situation, which helps the layout of the drive system.
  • hybrid modules with different sizes of traction motors and different numbers of gear pairs can be designed in order to achieve different applications from strong mixing and power to plug-in hybrids, and can be used from A-class cars to SUVs. All models.
  • the integrated starter motor can also be used as a traction motor when the clutch is disconnected to improve the power performance of the purely electric drive of the hybrid vehicle and the efficiency of the drive system.
  • no additional traction motors are required. And when the transmission shifts, there is no power interruption, and the driving performance is good.

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Abstract

The present invention relates to a hybrid power transmission for a vehicle, and a vehicle. The hybrid power transmission comprises a first motor, a second motor, a transmission input shaft, and a transmission output shaft. An internal combustion engine is connected to the transmission input shaft by means of a clutch; the first motor transfers a torque to the transmission input shaft; the second motor transfers a torque to the transmission output shaft; the transmission input shaft is provided with a first gear and a third gear in an antitorque manner; the transmission output shaft is provided with a second gear and a fourth gear in an idle manner, and a synchronizer; the synchronizer is located between the second gear and the fourth gear and can optionally connect the transmission output shaft to the second gear or the fourth gear in an antitorque manner; the first gear is engaged with the second gear; the third gear is engaged with the fourth gear. The vehicle in the present invention comprises the hybrid power transmission.

Description

混合动力变速器和车辆Hybrid transmission and vehicle 技术领域Technical field

本发明涉及一种用于混合动力车辆的混合动力变速器，所述混合动力系统包括内燃机、第一电机、第二电机和所述混合动力变速器，所述混合动力变速器包括变速器输入轴和变速器输出轴，其中，内燃机通过离合器与变速器输入轴连接，第一电机与变速器输入轴抗扭连接。此外，本发明还涉及一种具有所述混动力变速器的车辆。The present invention relates to a hybrid transmission for a hybrid vehicle including an internal combustion engine, a first electric machine, a second electric machine, and the hybrid transmission, the hybrid transmission including a transmission input shaft and a transmission output shaft The internal combustion engine is coupled to the transmission input shaft via a clutch, and the first motor is coupled to the transmission input shaft in a rotationally fixed manner. Furthermore, the invention relates to a vehicle having the hybrid transmission.

背景技术Background technique

在一种当前的插电式混合动力驱动系统中，设置两个电机与混合动力变速器连接，并且内燃机通过液压式离合器与混合动力变速器连接，由此，该混合动力变速器能够实现多种工作模式。但是，已知的混合动力变速器只能为牵引电机和内燃机提供单挡位，不足以优化电机或内燃机的工作点。液压式离合器根据行驶的情况接合或断开，从而实现混合驱动和纯电动驱动的切换，例如在公路行驶中，内燃机效率较高、车速较高，此时液压式离合器接合，内燃机仅靠单档位输出扭矩，无法协调发动机的转速与车轮实际行驶速度，无法发挥发动机的最佳功能，而此时集成式起动电机仅作为发电机运行，不能输出扭矩；而在城市行驶中，内燃机效率非常低，车速也较低，液压式离合器断开，仅靠电机单档位输出扭矩，由于受到电机功率的限制也无法提供大扭矩。因此，只具单挡位的混合驱动系统的性能并不理想。此外，由于电机的牵引扭矩有限，所以通常需要额外的后轮驱动装置，因此混合动力驱动系统成本非常高。In a current plug-in hybrid drive system, two electric machines are provided in connection with a hybrid transmission, and the internal combustion engine is coupled to the hybrid transmission via a hydraulic clutch, whereby the hybrid transmission is capable of implementing a plurality of operating modes. However, known hybrid transmissions can only provide single gears for traction motors and internal combustion engines, which is insufficient to optimize the operating point of the electric machine or internal combustion engine. The hydraulic clutch is engaged or disconnected according to the running condition, so that the hybrid drive and the pure electric drive are switched. For example, in highway driving, the internal combustion engine is more efficient and the vehicle speed is higher. At this time, the hydraulic clutch is engaged, and the internal combustion engine is only in single gear. The output torque cannot coordinate the engine speed and the actual running speed of the wheel, and the optimal function of the engine cannot be achieved. At this time, the integrated starter motor only operates as a generator and cannot output torque. In urban driving, the internal combustion engine is very inefficient. The vehicle speed is also low, the hydraulic clutch is disconnected, and the torque is output only by the single gear of the motor, and the high torque cannot be provided due to the limitation of the motor power. Therefore, the performance of a hybrid drive system with only a single gear is not ideal. In addition, because the traction torque of the motor is limited, an additional rear wheel drive is usually required, so the hybrid drive system is very costly.

发明内容Summary of the invention

本发明所要解决的技术问题是，提供一种用于混合动力车辆的混合动力变速器，使得混合动力车辆在各种行驶状况中均能够兼顾动力性能和燃 油经济性。SUMMARY OF THE INVENTION The technical problem to be solved by the present invention is to provide a hybrid transmission for a hybrid vehicle that enables the hybrid vehicle to achieve both power performance and fuel economy in various driving situations.

所述技术问题通过本发明的用于混合动力车辆的混合动力变速器解决，所述混合动力变速器包括第一电机、第二电机、变速器输入轴和变速器输出轴，其中，内燃机通过离合器与变速器输入轴连接，第一电机将扭矩传递到变速器输入轴，并且第二电机将扭矩传递到变速器输出轴。根据本发明，在变速器输入轴上抗扭地设置第一齿轮和第三齿轮，在变速器输出轴上空套地设置第二齿轮和第四齿轮并且设置同步器，同步器位于第二齿轮和第四齿轮之间并且能够可选地将变速器输出轴与第二齿轮或第四齿轮抗扭连接，其中，第一齿轮与第二齿轮啮合，第二齿轮与第四齿轮啮合。在本发明中，第一齿轮和第三齿轮被抗扭地设置在变速器输入轴上，也就是说，这些齿轮例如通过花键与变速器输入轴抗扭连接。第二齿轮和第四齿轮被空套地设置在变速器输出轴上，也就是说，例如能够通过轴承被支承在变速器输出轴上，由此实现齿轮相对变速器输出轴的相对转动。由此，通过提供更多挡位的纯内燃机驱动模式，能够相对现有技术优化工作点。同时，由于提供了更多挡位的牵引电机驱动模式，能够根据实际情况减小牵引电机的尺寸，有助于驱动系统的布局。此外，在离合器断开时，第一电机还能够作为牵引电机，以提升混合动力车辆的纯电驱动模式下的动力性能。从而通过根据本发明的各个实施方式，不再需要附加的牵引电机。并且在变速器换挡时无动力中断，驾驶性能根好。The technical problem is solved by the hybrid transmission for a hybrid vehicle of the present invention, the hybrid transmission including a first electric machine, a second electric machine, a transmission input shaft, and a transmission output shaft, wherein the internal combustion engine passes through the clutch and the transmission input shaft Connected, the first motor transmits torque to the transmission input shaft and the second motor transmits torque to the transmission output shaft. According to the present invention, the first gear and the third gear are rotationally disposed on the transmission input shaft, the second gear and the fourth gear are disposed over the transmission output shaft, and a synchronizer is provided, the synchronizer being located at the second gear and the fourth Between the gears and optionally the transmission output shaft is coupled to the second gear or the fourth gear in a rotationally fixed manner, wherein the first gear meshes with the second gear and the second gear meshes with the fourth gear. In the invention, the first gear wheel and the third gear wheel are arranged in a rotationally fixed manner on the transmission input shaft, that is to say the gear wheels are connected to the transmission input shaft in a rotationally fixed manner, for example by means of splines. The second gear and the fourth gear are vacantly disposed on the transmission output shaft, that is, for example, can be supported on the transmission output shaft by bearings, thereby achieving relative rotation of the gear relative to the transmission output shaft. Thus, by providing a purely internal combustion engine drive mode with more gears, the operating point can be optimized relative to the prior art. At the same time, due to the traction motor drive mode that provides more gears, the size of the traction motor can be reduced according to the actual situation, which helps the layout of the drive system. In addition, the first motor can also function as a traction motor when the clutch is disconnected to improve the dynamic performance of the hybrid vehicle in the pure electric drive mode. Thus, by means of various embodiments according to the invention, no additional traction motors are required. And when the transmission shifts, there is no power interruption, and the driving performance is good.

根据本发明的优选实施方，第一电机是集成式起动电机。因此，第一电机实现起动机和电机的双重功能。According to a preferred embodiment of the invention, the first electric machine is an integrated starter motor. Therefore, the first motor realizes the dual functions of the starter and the motor.

根据本发明的优选实施方，第二电机是牵引电机，从而能够直接向变速器输出轴输出扭矩。According to a preferred embodiment of the invention, the second electric machine is a traction motor so that the torque can be output directly to the transmission output shaft.

根据本发明的优选实施方式，变速器输入轴与变速器输出轴平行地布置，从而实现紧凑的布置结构。According to a preferred embodiment of the invention, the transmission input shaft is arranged parallel to the transmission output shaft, thereby achieving a compact arrangement.

根据本发明的另外的实施方式，第一电机具有第一电机轴，在第一电机轴上抗扭地设置第七齿轮，第七齿轮与第一齿轮啮合。从而能够将第一电机的扭矩经一对齿轮传递到变速器输入轴。According to a further embodiment of the invention, the first electric machine has a first motor shaft on which the seventh gear is arranged in a rotationally fixed manner, the seventh gear meshing with the first gear. Thereby the torque of the first electric machine can be transmitted to the transmission input shaft via a pair of gears.

根据本发明的另外的实施方式，第二电机具有第二电机轴，在第二电 机轴上抗扭地设置第五齿轮，在变速器输出轴上抗扭地设置第六齿轮，第五齿轮与第六齿轮啮合。从而能够将牵引电机的扭矩经一对齿轮传递到变速器输出轴，以实现变速。此外，在第二电机反转时，还能实现倒车功能。According to a further embodiment of the present invention, the second motor has a second motor shaft, the fifth gear is rotationally fixed on the second motor shaft, and the sixth gear is provided on the transmission output shaft in a rotationally fixed manner, the fifth gear and the Six gears mesh. Thereby, the torque of the traction motor can be transmitted to the transmission output shaft via a pair of gears to achieve shifting. In addition, when the second motor is reversed, the reverse function can also be realized.

根据本发明的另外的实施方式，将离合器集成在第一电机的内侧。也就是说，离合器分为能够相互接合或断开的第一侧和第二侧。例如，将内燃机和离合器的第一侧连接，并且在其之间设置扭转振动减振器，以有效避免传动系统的共振，降低传动系统的噪音。将变速器输入轴与离合器的第二侧连接，并且第一电机的输出端与第二侧抗扭连接。离合器及其致动装置被布置在第一电机的径向内侧，以实现节省空间的布局方式。第一电机、扭转振动减振器、离合器及其致动装置能够共同构成P2混合动力模块，以更紧凑且更方便地集成在内燃机和变速器输入之间，实现混合动力驱动。According to a further embodiment of the invention, the clutch is integrated inside the first electric machine. That is, the clutch is divided into a first side and a second side that can be engaged or disconnected from each other. For example, the first side of the internal combustion engine and the clutch are connected, and a torsional vibration damper is disposed therebetween to effectively avoid resonance of the transmission system and reduce noise of the transmission system. The transmission input shaft is coupled to the second side of the clutch and the output of the first motor is anti-twisted to the second side. The clutch and its actuating device are arranged radially inward of the first motor to achieve a space-saving layout. The first electric machine, the torsional vibration damper, the clutch and its actuating device can together form a P2 hybrid module that is more compact and more easily integrated between the internal combustion engine and the transmission input for hybrid drive.

上述技术问题还通过一种车辆解决，所述车辆包括具有上述技术特征的混合动力变速器。The above technical problem is also solved by a vehicle including a hybrid transmission having the above technical features.

由此，根据本发明，能够根据内燃机、第一电机、第二电机、离合器和两个同步器的不同状态提供以下功能：纯电动驱动、纯内燃机驱动、混合驱动、标准充电、回收充电、在车辆行驶过程中的内燃机启动和续航。Thus, according to the present invention, it is possible to provide the following functions according to different states of the internal combustion engine, the first motor, the second motor, the clutch, and the two synchronizers: pure electric drive, pure internal combustion engine drive, hybrid drive, standard charge, charge recovery, The internal combustion engine starts and runs during the running of the vehicle.

附图说明DRAWINGS

下面结合附图详细阐述本发明的实施方式。附图为：Embodiments of the present invention will be described in detail below with reference to the accompanying drawings. The figure is:

图1是根据本发明的第一实施方式的混合动力变速器的示意图，1 is a schematic view of a hybrid transmission according to a first embodiment of the present invention,

图2是根据图1的混合动力变速器的在纯电动模式下的扭矩传递示意图，2 is a schematic diagram of torque transfer in a pure electric mode of the hybrid transmission according to FIG.

图3是根据图1的混合动力变速器的在纯内燃机驱动模式下的扭矩传递示意图，3 is a schematic diagram of torque transfer in a pure internal combustion engine drive mode of the hybrid transmission of FIG.

图4是根据图1的混合动力变速器的在混合动力驱动模式下的扭矩传递示意图，4 is a schematic diagram of torque transfer in a hybrid drive mode of the hybrid transmission of FIG.

图5是根据图1所示的混合动力变速器在充电模式下的扭矩传递示意 图，Figure 5 is a schematic illustration of torque transfer in a charging mode of the hybrid transmission shown in Figure 1;

图6是根据图1所示的混合动力变速器在续航模式下的扭矩传递示意图，Figure 6 is a schematic view of torque transmission in the endurance mode of the hybrid transmission shown in Figure 1;

图7是根据图1所示的混合动力变速器在不同的离合器、同步器状态下的工作模式的图表，和Figure 7 is a graph of the operation mode of the hybrid transmission shown in Figure 1 in different clutch and synchronizer states, and

图8是根据本发明的第二实施方式的混合动力变速器的示意图。Figure 8 is a schematic illustration of a hybrid transmission in accordance with a second embodiment of the present invention.

具体实施方式Detailed ways

图1示出根据本发明的用于混合动力系统的第一实施方式的混合动力变速器的结构示意图。如图所示，该混合动力变速器具有变速器输入轴2，变速器输出轴3，牵引电机TM，牵引电机轴4，集成式起动电机ISG，集成式起动电机轴5，同步器A，四组齿轮对Z11-Z21、Z11-Z31、Z12-Z22、Z24-Z44。1 shows a schematic structural view of a hybrid transmission for a first embodiment of a hybrid power system according to the present invention. As shown, the hybrid transmission has a transmission input shaft 2, a transmission output shaft 3, a traction motor TM, a traction motor shaft 4, an integrated starter motor ISG, an integrated starter motor shaft 5, a synchronizer A, and four sets of gear pairs. Z11-Z21, Z11-Z31, Z12-Z22, Z24-Z44.

在本实施方式中，将变速器输入轴2，变速器输出轴3、牵引电机轴4和集成式起动电机轴5平行地布置。In the present embodiment, the transmission input shaft 2, the transmission output shaft 3, the traction motor shaft 4 and the integrated starter motor shaft 5 are arranged in parallel.

变速器输入轴2通过离合器k0与内燃机ICE相连，其中，离合器k0分为能够相互接合或断开的第一侧和第二侧。变速器输入轴2与离合器k0的第二侧连接，内燃机ICE和离合器k0的第一侧连接，并且在其之间设置扭转振动减振器6，以有效避免传动系统的共振，降低传动系统的噪音。变速器输入轴2与离合器k0的第二侧连接。因此，当离合器k0闭合时，实现内燃机ICE与变速器输入轴2的连接。The transmission input shaft 2 is coupled to the internal combustion engine ICE via a clutch k0, wherein the clutch k0 is divided into a first side and a second side that are engageable or disengageable with each other. The transmission input shaft 2 is coupled to the second side of the clutch k0, and the internal combustion engine ICE is coupled to the first side of the clutch k0, and a torsional vibration damper 6 is disposed therebetween to effectively avoid resonance of the transmission system and reduce noise of the transmission system. . The transmission input shaft 2 is coupled to the second side of the clutch k0. Therefore, when the clutch k0 is closed, the connection of the internal combustion engine ICE to the transmission input shaft 2 is achieved.

在变速器输入轴2上，沿远离离合器k0的轴向方向依次抗扭地，优选通过花键地布置有第一齿轮Z11，第二齿轮Z12。在变速器输出轴3上，沿远离差速器的方向依次布置第六齿轮Z24，第二齿轮Z21，同步器A和第四齿轮Z22，其中，第六齿轮Z24被抗扭地，优选通过花键设置在变速输出轴3上，第二齿轮Z21和第四齿轮Z22被空套地，尤其通过轴承被支承在变速器输出轴3上并且分别与第一齿轮Z11和第三齿轮Z12啮合。同步器A能够将第二齿轮Z21或第四齿轮Z22与变速器输出轴3抗扭地连接。在此，同步器A优选通过花键与变速器输出轴3抗扭连接，第二 齿轮Z21和第四齿轮Z22另外具有与同步器A相匹配的齿部，通过同步器的滑套能够将同步器与齿轮的齿部抗扭连接。On the transmission input shaft 2, the first gear Z11 and the second gear Z12 are arranged in a rotationally fixed manner in the axial direction away from the clutch k0, preferably by splines. On the transmission output shaft 3, a sixth gear Z24, a second gear Z21, a synchronizer A and a fourth gear Z22 are arranged in a direction away from the differential, wherein the sixth gear Z24 is anti-twisted, preferably by splines Disposed on the shift output shaft 3, the second gear Z21 and the fourth gear Z22 are vacantly supported, in particular by bearings, on the transmission output shaft 3 and mesh with the first gear Z11 and the third gear Z12, respectively. The synchronizer A can connect the second gear Z21 or the fourth gear Z22 to the transmission output shaft 3 in a rotationally fixed manner. Here, the synchronizer A is preferably connected to the transmission output shaft 3 by a spline, and the second gear Z21 and the fourth gear Z22 additionally have teeth matching the synchronizer A, which can be synchronized by the sliding sleeve of the synchronizer. Torque connection to the teeth of the gear.

牵引电机轴4与牵引电机TM抗扭地连接。在牵引电机轴4上抗扭地布置有第五齿轮Z44，第五齿轮Z44与变速器输出轴3上的第六齿轮Z24啮合。由此将牵引电机TM的动力传递到变速器输出轴3上。The traction motor shaft 4 is connected to the traction motor TM in a rotationally fixed manner. A fifth gear Z44 is arranged in a rotationally fixed manner on the traction motor shaft 4, and a fifth gear Z44 is meshed with a sixth gear Z24 on the transmission output shaft 3. The power of the traction motor TM is thereby transmitted to the transmission output shaft 3.

集成式起动电机轴5与集成式起动电机ISG抗扭地连接。在集成式起动电机轴5上抗扭地布置有第七齿轮Z31，第七齿轮Z31与变速器输入轴2上的第一齿轮Z11啮合。由此将集成式起动电机ISG的动力传递到变速器输入轴2上。The integrated starter motor shaft 5 is connected to the integrated starter motor ISG in a rotationally fixed manner. A seventh gear Z31 is arranged on the integrated starter motor shaft 5 in a rotationally fixed manner, and a seventh gear Z31 is meshed with a first gear Z11 on the transmission input shaft 2. The power of the integrated starter motor ISG is thereby transmitted to the transmission input shaft 2.

同步器A有三个挡位，即L位，N位和R位。当同步器处于N位时，同步器不与任何齿轮接合，处于空转状态；当同步器A于L位时，与齿轮Z21接合；当同步器A处于R位时，与齿轮Z22接合。Synchronizer A has three gears, the L bit, the N bit and the R bit. When the synchronizer is in the N position, the synchronizer is not engaged with any of the gears, in an idling state; when the synchronizer A is in the L position, it is engaged with the gear Z21; when the synchronizer A is in the R position, it is engaged with the gear Z22.

通过根据本实施方式的混合动力变速器，根据本发明的混合动力车辆的动力系统能够实现如下模式：With the hybrid transmission according to the present embodiment, the power system of the hybrid vehicle according to the present invention can realize the following mode:

1)纯电驱动模式，在纯电动模式下利用根据本发明的混合动力变速器能够实现4个挡位，如图2所示：1) Pure electric drive mode, in the pure electric mode, the four-speed gear can be realized by the hybrid transmission according to the invention, as shown in FIG. 2:

EM1：同步器A处于任一位置，离合器k0断开。集成式起动电机ISG不工作。牵引电机TM的扭矩从牵引电机轴4通过齿轮Z44-Z24被传递到变速器输出轴3上，从而带动车轮转动。由于牵引电机TM能够正转也能够反转，所以这个挡位也能够作为车辆的倒挡。EM1: Synchronizer A is in any position and clutch k0 is open. The integrated starter motor ISG does not work. The torque of the traction motor TM is transmitted from the traction motor shaft 4 through the gears Z44-Z24 to the transmission output shaft 3, thereby causing the wheels to rotate. Since the traction motor TM can reverse in the forward direction, this gear can also be used as a reverse gear of the vehicle.

EM2：同步器A处于R位，并且离合器k0断开。牵引电机TM的扭矩从牵引电机轴4通过齿轮Z44-Z24被传递到变速器输出轴3上。集成式起动电机ISG的扭矩从集成式起动电机轴5通过齿轮对Z31-Z11被传递到变速器输入轴2，再通过齿轮对Z12-Z22被传递到变速器输出轴3。从而两个电机共同带动车轮转动。EM2: Synchronizer A is in the R position and clutch k0 is off. The torque of the traction motor TM is transmitted from the traction motor shaft 4 through the gears Z44-Z24 to the transmission output shaft 3. The torque of the integrated starter motor ISG is transmitted from the integrated starter motor shaft 5 through the gear pair Z31-Z11 to the transmission input shaft 2, and then to the transmission output shaft 3 through the gear pair Z12-Z22. Thereby the two motors together drive the wheel to rotate.

EM3：同步器A处于L位，并且离合器k0断开。牵引电机TM的扭矩从牵引电机轴4通过齿轮Z44-Z24被传递到变速器输出轴3上。同时，集成式起动电机ISG的扭矩从集成式起动电机轴5通过齿轮Z31-Z11-Z21被传递到变速器输出轴3上。从而两个电机共同带动车轮转动。EM3: Synchronizer A is in the L position and clutch k0 is off. The torque of the traction motor TM is transmitted from the traction motor shaft 4 through the gears Z44-Z24 to the transmission output shaft 3. At the same time, the torque of the integrated starter motor ISG is transmitted from the integrated starter motor shaft 5 to the transmission output shaft 3 via gears Z31-Z11-Z21. Thereby the two motors together drive the wheel to rotate.

EM4：同步器A处于L位，并且离合器k0断开。牵引电机TM不工作。同时，集成式起动电机ISG的扭矩从集成式起动电机轴5通过齿轮Z31-Z11-Z21被传递到变速器输出轴3上，从而带动车轮转动。EM4: Synchronizer A is in the L position and clutch k0 is off. Traction motor TM does not work. At the same time, the torque of the integrated starter motor ISG is transmitted from the integrated starter motor shaft 5 through the gears Z31-Z11-Z21 to the transmission output shaft 3, thereby driving the wheels to rotate.

2)纯内燃机驱动模式，在纯内燃机驱动模式下利用根据本发明的混合动力变速器能够实现2个挡位，如图3所示：2) Pure internal combustion engine drive mode, in the pure internal combustion engine drive mode, the hybrid transmission according to the present invention can realize two gear positions, as shown in FIG.

ICE1：同步器A处于R位，并且离合器k0闭合。两个电机均不工作。内燃机ICE的扭矩从变速器输入轴2，通过齿轮对Z12-Z22被传递到变速器输出轴3，从而带动车轮转动。ICE1: Synchronizer A is in the R position and clutch k0 is closed. Both motors are not working. The torque of the internal combustion engine ICE is transmitted from the transmission input shaft 2 to the transmission output shaft 3 through the gear pair Z12-Z22, thereby driving the wheel to rotate.

ICE2：同步器A处于L位，并且离合器k0闭合。两个电机均不工作。内燃机ICE的扭矩从变速器输入轴2，通过齿轮对Z11-Z21被传递到变速器输出轴3，从而带动车轮转动。ICE2: Synchronizer A is in the L position and clutch k0 is closed. Both motors are not working. The torque of the internal combustion engine ICE is transmitted from the transmission input shaft 2 to the transmission output shaft 3 through the gear pair Z11-Z21, thereby driving the wheel to rotate.

3)混合动力驱动模式，即内燃机ICE和牵引电机TM都会提供动力，在混合动力驱动模式下利用根据本发明的混合动力变速器能够实现4个挡位，如图4所示：3) The hybrid drive mode, that is, the internal combustion engine ICE and the traction motor TM, both provide power, and the hybrid transmission according to the present invention can realize four gears in the hybrid drive mode, as shown in FIG.

ICE1+EM1：同步器A处于R位，并且离合器k0闭合。集成式起动电机ISG不工作。内燃机ICE的扭矩从变速器输入轴2，通过齿轮对Z12-Z22被传递到变速器输出轴3；牵引电机TM的扭矩从牵引电机轴4通过齿轮Z44-Z24被传递到变速器输出轴3上。从而通过内燃机ICE和牵引电机TM的动力耦合带动变速器输出轴3转动，进而带动车轮转动。ICE1+EM1: Synchronizer A is in the R position and clutch k0 is closed. The integrated starter motor ISG does not work. The torque of the internal combustion engine ICE is transmitted from the transmission input shaft 2 through the gear pair Z12-Z22 to the transmission output shaft 3; the torque of the traction motor TM is transmitted from the traction motor shaft 4 through the gears Z44-Z24 to the transmission output shaft 3. Therefore, the transmission coupling shaft 3 is rotated by the power coupling of the internal combustion engine ICE and the traction motor TM, thereby driving the wheel to rotate.

ICE2+EM1：同步器A处于L位，并且离合器k0闭合。集成式起动电机ISG不工作。内燃机ICE的扭矩从变速器输入轴2，通过齿轮对Z11-Z21被传递到变速器输出轴3；牵引电机TM的扭矩从牵引电机轴4通过齿轮Z44-Z24被传递到变速器输出轴3上。从而通过内燃机ICE和牵引电机TM的动力耦合带动变速器输出轴3转动，进而带动车轮转动。ICE2+EM1: Synchronizer A is in the L position and clutch k0 is closed. The integrated starter motor ISG does not work. The torque of the internal combustion engine ICE is transmitted from the transmission input shaft 2 through the gear pair Z11-Z21 to the transmission output shaft 3; the torque of the traction motor TM is transmitted from the traction motor shaft 4 through the gears Z44-Z24 to the transmission output shaft 3. Therefore, the transmission coupling shaft 3 is rotated by the power coupling of the internal combustion engine ICE and the traction motor TM, thereby driving the wheel to rotate.

ICE1+EM2：同步器A处于R位，并且离合器k0闭合。内燃机ICE的扭矩从变速器输入轴2，通过齿轮对Z12-Z22被传递到变速器输出轴3；牵引电机TM的扭矩从牵引电机轴4通过齿轮Z44-Z24被传递到变速器输出轴3上。集成式起动电机ISG的扭矩从集成式起动电机轴5通过齿轮对Z31-Z11被传递到变速器输入轴2，再通过齿轮对Z12-Z22被传递到 变速器输出轴3。从而通过内燃机ICE、牵引电机TM和集成式起动电机ISG的动力耦合带动变速器输出轴3转动，进而带动车轮转动。ICE1+EM2: Synchronizer A is in the R position and clutch k0 is closed. The torque of the internal combustion engine ICE is transmitted from the transmission input shaft 2 through the gear pair Z12-Z22 to the transmission output shaft 3; the torque of the traction motor TM is transmitted from the traction motor shaft 4 through the gears Z44-Z24 to the transmission output shaft 3. The torque of the integrated starter motor ISG is transmitted from the integrated starter motor shaft 5 through the gear pair Z31-Z11 to the transmission input shaft 2, and then to the transmission output shaft 3 through the gear pair Z12-Z22. Therefore, the power coupling of the internal combustion engine ICE, the traction motor TM and the integrated starter motor ISG drives the transmission output shaft 3 to rotate, thereby driving the wheel to rotate.

ICE2+EM3：同步器A处于L位，并且离合器k0闭合。内燃机ICE的扭矩从变速器输入轴2，通过齿轮对Z11-Z21被传递到变速器输出轴3；牵引电机TM的扭矩从牵引电机轴4通过齿轮Z44-Z24被传递到变速器输出轴3上。同时，集成式起动电机ISG的扭矩从集成式起动电机轴5通过齿轮Z31-Z11-Z21被传递到变速器输出轴3上。从而通过内燃机ICE、牵引电机TM和集成式起动电机ISG的动力耦合带动变速器输出轴3转动，进而带动车轮转动。ICE2+EM3: Synchronizer A is in the L position and clutch k0 is closed. The torque of the internal combustion engine ICE is transmitted from the transmission input shaft 2 through the gear pair Z11-Z21 to the transmission output shaft 3; the torque of the traction motor TM is transmitted from the traction motor shaft 4 through the gears Z44-Z24 to the transmission output shaft 3. At the same time, the torque of the integrated starter motor ISG is transmitted from the integrated starter motor shaft 5 to the transmission output shaft 3 via gears Z31-Z11-Z21. Therefore, the power coupling of the internal combustion engine ICE, the traction motor TM and the integrated starter motor ISG drives the transmission output shaft 3 to rotate, thereby driving the wheel to rotate.

3)充电模式：如图5所示，同步器A处于N位，并且离合器k0闭合。牵引电机TM不工作。内燃机ICE的扭矩依次经过扭转振动减振器6、接合的离合器k0和齿轮对Z11-Z31传递至用作发电机的集成式起动电机ISG，从而将机械能转换为电能，并且储存在例如蓄电池的储能元件中，实现充电功能。3) Charging mode: As shown in Fig. 5, synchronizer A is at the N position, and clutch k0 is closed. Traction motor TM does not work. The torque of the internal combustion engine ICE is sequentially transmitted to the integrated starter motor ISG serving as a generator via the torsional vibration damper 6, the engaged clutch k0 and the gear pair Z11-Z31, thereby converting mechanical energy into electrical energy and stored in, for example, a storage battery. In the energy component, the charging function is realized.

4)内燃机起动模式：同步器A处于N位，并且离合器k0闭合。扭矩传递方向与上述充电模式相反，集成式起动电机ISG用作电动机输出扭矩，该扭矩经过齿轮对Z31-Z11、接合的离合器k0传递至内燃机ICE，以起动内燃机ICE。特别地，内燃机的起动能够在牵引电机TM工作或不工作的两种工况下进行。4) Internal combustion engine starting mode: Synchronizer A is at N position and clutch k0 is closed. The torque transmission direction is opposite to the above-described charging mode, and the integrated starter motor ISG is used as the motor output torque, which is transmitted to the internal combustion engine ICE via the gear pair Z31-Z11 and the engaged clutch k0 to start the internal combustion engine ICE. In particular, the starting of the internal combustion engine can be carried out under two operating conditions in which the traction motor TM is operated or not.

5)续航模式：如图6所示，同步器A处于N位，并且离合器k0闭合。牵引电机TM的扭矩从牵引电机轴4通过齿轮Z44-Z24被传递到变速器输出轴3上，从而带动车轮转动。内燃机ICE的扭矩依次经过扭转振动减振器6、接合的离合器k0和齿轮对Z11-Z31传递至用作发电机的集成式起动电机ISG，从而将机械能转换为电能，并且储存在例如蓄电池的储能元件中，供牵引电机TM持续运行。5) Endurance mode: As shown in Fig. 6, synchronizer A is at N position, and clutch k0 is closed. The torque of the traction motor TM is transmitted from the traction motor shaft 4 through the gears Z44-Z24 to the transmission output shaft 3, thereby causing the wheels to rotate. The torque of the internal combustion engine ICE is sequentially transmitted to the integrated starter motor ISG serving as a generator via the torsional vibration damper 6, the engaged clutch k0 and the gear pair Z11-Z31, thereby converting mechanical energy into electrical energy and stored in, for example, a storage battery. In the energy component, the traction motor TM is continuously operated.

通过图7所示的表格，能够清楚地看出在离合器和同步器在不同状态下变速器的工作模式，其中，离合器接合状态被标为灰色，同步器所选的挡位被标为灰色。From the table shown in Figure 7, the mode of operation of the transmission in the different states of the clutch and synchronizer can be clearly seen, wherein the clutch engagement state is marked in gray and the gear selected by the synchronizer is marked in gray.

图8示出了根据本发明的第二实施方式的混合动力变速器的示意图。 在本实施方式中，变速器输入轴2同样通过离合器k0与内燃机ICE相连，其中，离合器k0分为能够相互接合或断开的第一侧和第二侧。内燃机ICE和离合器k0的第一侧连接，变速器输入轴2与离合器k0的第二侧连接。本实施方式与根据图1的第一实施方式的不同之处在于，集成式起动电机ISG的转子与第二侧抗扭连接。离合器k0及其致动装置被布置在集成式起动电机ISG的径向内侧，以实现节省空间的布局方式。集成式起动电机ISG、扭转振动减振器6、离合器k0及其致动装置能够共同构成P2混合动力模块，以更紧凑且更方便地集成在内燃机ICE和变速器输入轴2之间，实现混合动力驱动。Figure 8 shows a schematic view of a hybrid transmission in accordance with a second embodiment of the present invention. In the present embodiment, the transmission input shaft 2 is also coupled to the internal combustion engine ICE via a clutch k0, wherein the clutch k0 is divided into a first side and a second side that are engageable or disengageable with each other. The internal combustion engine ICE is coupled to the first side of the clutch k0, and the transmission input shaft 2 is coupled to the second side of the clutch k0. The present embodiment differs from the first embodiment according to FIG. 1 in that the rotor of the integrated starter motor ISG is connected to the second side in a rotationally fixed manner. The clutch k0 and its actuating device are arranged radially inward of the integrated starter motor ISG to achieve a space-saving layout. The integrated starter motor ISG, torsional vibration damper 6, clutch k0 and its actuating device can together form a P2 hybrid module for more compact and more convenient integration between the internal combustion engine ICE and the transmission input shaft 2 for hybrid operation drive.

由此，通过提供更多挡位的纯内燃机驱动模式，能够相对现有技术优化负载点。通过提供更多挡位的牵引电机驱动模式，能够根据实际情况减小牵引电机的尺寸，有助于驱动系统的布局。特别地，能够由此设计具有不同尺寸的牵引电机和不同数量的齿轮对的混合动力模块，以便实现从强混和动力到插电式混合动力的不同应用，并且能够用于从A级轿车到SUV的所有车型。此外，在离合器断开时，集成式起动电机还能够用作牵引电机，以提升混合动力车辆的纯电驱动的动力性能和驱动系统的效率。从而通过根据本发明的各个实施方式，不再需要附加的牵引电机。并且在变速器换挡时无动力中断，驾驶性能根好。Thus, by providing a purely internal combustion engine drive mode with more gears, the load point can be optimized relative to the prior art. By providing a more traction motor drive mode, the size of the traction motor can be reduced according to the actual situation, which helps the layout of the drive system. In particular, hybrid modules with different sizes of traction motors and different numbers of gear pairs can be designed in order to achieve different applications from strong mixing and power to plug-in hybrids, and can be used from A-class cars to SUVs. All models. In addition, the integrated starter motor can also be used as a traction motor when the clutch is disconnected to improve the power performance of the purely electric drive of the hybrid vehicle and the efficiency of the drive system. Thus, by means of various embodiments according to the invention, no additional traction motors are required. And when the transmission shifts, there is no power interruption, and the driving performance is good.

虽然在上述说明中示例性地描述了可能的实施例，但是应该理解到，仍然通过所有已知的和此外技术人员容易想到的技术特征和实施方式的组合存在大量实施例的变化。此外还应该理解到，示例性的实施方式仅仅作为一个例子，这种实施例绝不以任何形式限制本发明的保护范围、应用和构造。通过前述说明更多地是向技术人员提供一种用于转化至少一个示例性实施方式的技术指导，其中，只要不脱离权利要求书的保护范围，便可以进行各种改变，尤其是关于所述部件的功能和结构方面的改变。While a possible embodiment is exemplarily described in the above description, it should be understood that there are many variations of the embodiments of the invention in combination with the technical features and embodiments that are readily apparent to those skilled in the art. In addition, it should be understood that the exemplary embodiments are merely by way of example, and are not intended to limit the scope of the invention. The above description is intended to provide the skilled person with a technical guide for the transformation of at least one exemplary embodiment, wherein various changes can be made without departing from the scope of the claims, particularly Changes in the function and structure of the components.

附图标记列表List of reference signs

2    变速器输入轴2 transmission input shaft

3    变速器输出轴3 transmission output shaft

4    第二电机轴，牵引电机轴4 second motor shaft, traction motor shaft

5    第一电机轴，集成式起动电机轴5 first motor shaft, integrated starter motor shaft

6    扭转振动减振器6 torsional vibration damper

Z11  第一齿轮Z11 first gear

Z21  第二齿轮Z21 second gear

Z12  第三齿轮Z12 third gear

Z22  第四齿轮Z22 fourth gear

Z44  第五齿轮Z44 fifth gear

Z24  第六齿轮Z24 sixth gear

Z31  第七齿轮Z31 seventh gear

A    同步器A synchronizer

K0   离合器K0 clutch

ICE  内燃机ICE internal combustion engine

ISG  第一电机，集成式起动电机ISG first motor, integrated starter motor

TM   第二电机，牵引电机TM second motor, traction motor

Claims (8)

一种用于车辆的混合动力变速器，所述混合动力变速器包括第一电机(ISG)、第二电机(TM)，变速器输入轴(2)和变速器输出轴(3)，其中所述变速器输入轴(2)通过离合器(k0)与内燃机(ICE)连接，所述第一电机(ISG)将扭矩传递到所述变速器输入轴(2)，并且所述第二电机(TM)将扭矩传递到变速器输出轴(3)，A hybrid transmission for a vehicle, the hybrid transmission including a first electric machine (ISG), a second electric machine (TM), a transmission input shaft (2), and a transmission output shaft (3), wherein the transmission input shaft (2) is coupled to an internal combustion engine (ICE) via a clutch (k0) that transmits torque to the transmission input shaft (2) and the second electric machine (TM) transmits torque to the transmission Output shaft (3), 其特征在于，在所述变速器输入轴(2)上抗扭地设置第一齿轮(Z11)和第三齿轮(Z12)，在所述变速器输出轴(3)上空套地设置第二齿轮(Z21)和第四齿轮(Z22)并且设置同步器(A)，所述同步器(A)位于所述第二齿轮(Z21)和第四齿轮(Z22)之间并且能够可选地将所述变速器输出轴(3)与所述第二齿轮(Z21)或所述第四齿轮(Z22)抗扭连接，其中，所述第一齿轮(Z11)与所述第二齿轮(Z21)啮合，所述第二齿轮(Z12)与所述第四齿轮(Z22)啮合。It is characterized in that a first gear (Z11) and a third gear (Z12) are arranged on the transmission input shaft (2) in a rotationally fixed manner, and a second gear (Z21) is arranged on the transmission output shaft (3) And a fourth gear (Z22) and providing a synchronizer (A), the synchronizer (A) being located between the second gear (Z21) and the fourth gear (Z22) and capable of optionally the transmission The output shaft (3) is connected to the second gear (Z21) or the fourth gear (Z22) in a rotationally fixed manner, wherein the first gear (Z11) is meshed with the second gear (Z21), The second gear (Z12) meshes with the fourth gear (Z22). 根据权利要求1所述的混合动力变速器，其特征在于，所述第一电机是集成式起动电机(ISG)。The hybrid transmission of claim 1 wherein said first electric machine is an integrated starter motor (ISG). 根据权利要求1所述的混合动力变速器，其特征在于，所述第二电机是牵引电机(TM)。The hybrid transmission of claim 1 wherein said second electric machine is a traction motor (TM). 根据权利要求1所述的混合动力变速器，其特征在于，所述变速器输入轴(2)与所述变速器输出轴(3)平行地布置。The hybrid transmission of claim 1 wherein said transmission input shaft (2) is arranged in parallel with said transmission output shaft (3). 根据权利要求1述的混合动力变速器，其特征在于，所述第一电机(ISG)具有第一电机轴(5)，在所述第一电机轴(5)上抗扭地设置第七齿轮(Z31)，所述第七齿轮(Z31)与所述第一齿轮(Z11)啮合。A hybrid transmission according to claim 1, characterized in that said first electric machine (ISG) has a first motor shaft (5) on which a seventh gear is arranged in a rotationally fixed manner ( Z31), the seventh gear (Z31) is meshed with the first gear (Z11). 根据权利要求1所述的混合动力变速器，其特征在于，所述第二电机(TM)具有第二电机轴(4)，在所述第二电机轴(4)上抗扭地设置第五齿轮(Z44)，在所述变速器输出轴(3)上抗扭地设置第六齿轮(Z24)，所述第五齿轮(Z44)与所述第六齿轮(Z24)啮合。The hybrid transmission according to claim 1, characterized in that the second electric machine (TM) has a second motor shaft (4) on which the fifth gear is arranged in a rotationally fixed manner (Z44), a sixth gear (Z24) is provided on the transmission output shaft (3) in a rotationally fixed manner, and the fifth gear (Z44) is meshed with the sixth gear (Z24). 根据权利要求1所述的混合动力变速器，其特征在于，将所述离合器(k0)集成在所述第一电机(ISG)内。The hybrid transmission of claim 1 wherein said clutch (k0) is integrated within said first electric machine (ISG). 一种车辆，所述车辆包括根据权利要求1-7中任一项所述的混合动力变速器。A vehicle comprising the hybrid transmission of any of claims 1-7.
PCT/CN2018/087079 2018-05-16 2018-05-16 Hybrid power transmission and vehicle Ceased WO2019218267A1 (en)

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PCT/CN2018/087079 WO2019218267A1 (en) 2018-05-16 2018-05-16 Hybrid power transmission and vehicle
DE112018007608.3T DE112018007608T5 (en) 2018-05-16 2018-05-16 Hybrid transmission and vehicle
CN201880088292.5A CN111655525A (en) 2018-05-16 2018-05-16 Hybrid Transmissions and Vehicles

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CN112659883A (en) * 2021-01-12 2021-04-16 浙江吉利控股集团有限公司 Hybrid power driving device
CN114953962A (en) * 2021-02-25 2022-08-30 广州汽车集团股份有限公司 Hybrid power transmissions and vehicles
CN113059991A (en) * 2021-04-27 2021-07-02 浙江吉利控股集团有限公司 Hybrid transmission and automobile
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CN114475208A (en) * 2021-12-20 2022-05-13 广西汽车集团有限公司 Coaxial multi-gear front-drive hybrid power system
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WO2024164863A1 (en) * 2023-02-08 2024-08-15 上海汽车集团股份有限公司 Vehicle hybrid power driving system
WO2025200107A1 (en) * 2024-03-26 2025-10-02 奇瑞汽车股份有限公司 Powertrain and vehicle
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