阅读说明：本技术 用于混合动力车辆的动力系统及车辆 (Power system for hybrid vehicle and vehicle ) 是由 陈广露 肖荣亭 于 2020-04-16 设计创作，主要内容包括：本发明涉及一种用于混合动力车辆的动力系统及车辆。该动力系统包括第一轴、第二轴、第一电机和第二电机,其中,第一电机连接到第一轴上,第一轴和第二电机分别与第二轴传动连接,该动力系统还包括可选单向离合器,该可选单向离合器在第一轴上设置在第一电机连接到第一轴上的部位与第一轴的输出端之间。本发明的动力系统及车辆结构简单紧凑且成本低廉。(The invention relates to a power system for a hybrid vehicle and the vehicle. The power system comprises a first shaft, a second shaft, a first motor and a second motor, wherein the first motor is connected to the first shaft, the first shaft and the second motor are in transmission connection with the second shaft respectively, and the power system further comprises a selectable one-way clutch, and the selectable one-way clutch is arranged between the position, connected to the first shaft, of the first motor and the output end of the first shaft on the first shaft. The power system and the vehicle have simple and compact structures and low cost.)

1. A powertrain for a hybrid vehicle includes a first shaft (1), a second shaft (2), a first electric machine (M1), and a second electric machine (M2),

it is characterized in that the preparation method is characterized in that,

the first motor (M1) is connected to the first shaft (1), the first shaft (1) and the second motor (M2) are in transmission connection with the second shaft (2), and the power system further comprises a selectable one-way clutch (3), wherein the selectable one-way clutch (3) is arranged between the position, connected to the first shaft (1), of the first motor (M1) and the output end of the first shaft (1) on the first shaft (1).

2. A power system according to claim 1, characterized in that the first shaft (1) is arranged in parallel with the second shaft (2).

3. A power system according to claim 2, characterized in that the power system further comprises a damper (4), which damper (4) is arranged on the first shaft (1) between the input of the first shaft (1) and the point where the first electric machine (M1) is connected to the first shaft (1).

4. A power system according to claim 3, characterised in that the shock absorber (4) has a torque limiter.

5. The power system according to claim 4, characterized in that it further comprises an internal combustion engine (E) which is connected in a rotationally fixed manner coaxially to the input end of the first shaft (1).

6. A power system according to claim 1, characterised in that the output of the first shaft (1) is in driving connection with the second shaft (2) through a first gear set.

7. The powertrain system of any one of claims 1 to 6, characterized in that the output of the second electric machine (M2) is in driving connection with the second shaft (2) through a second gear set; or the second electric machine (M2) is mounted on the second shaft (2).

8. The powertrain system of claim 1, wherein the selectable one-way clutch (3) employs a ratchet type one-way clutch structure, a roller type one-way clutch structure, and/or a sprag type one-way clutch structure.

9. A vehicle characterized by comprising a power system according to any one of claims 1 to 8.

Technical Field

The invention relates to the technical field of vehicles. In particular, the present invention relates to a powertrain for a hybrid vehicle and a vehicle including such a powertrain.

Background

With the concern of people on the environment and energy problems, new energy vehicles are more and more emphasized in the automobile field. Many new energy vehicles have power systems with both an internal combustion engine powered by fossil fuel and an electric motor driven by electric energy, so-called hybrid vehicles. Because the controllability of the rotating speed of the motor is higher, the gears of the power system of the new energy vehicle are usually less than those of the traditional internal combustion engine power system, and single-gear or two-gear speed change is mostly adopted.

FIG. 1 illustrates a typical prior art powertrain layout. As shown in the figure, in a conventional Hybrid Transmission (DHT), two electric motors are generally provided, which are respectively arranged in parallel with an output shaft of an internal combustion engine, and are respectively in Transmission connection with the output shaft through a gear set. A friction clutch is also provided for connecting and disconnecting the internal combustion engine to and from the transmission. The cost of the conventional slip friction clutch and its actuating mechanism is relatively high, and the mass and volume of the conventional slip friction clutch and its actuating mechanism are large.

Disclosure of Invention

Therefore, the technical problem to be solved by the invention is to provide a power system and a vehicle which are simple and compact in structure and low in cost.

The above technical problem is solved by a power system for a hybrid vehicle according to the present invention. The powertrain includes a first shaft, a second shaft, a first electric machine, and a second electric machine, the first shaft and the second shaft preferably being arranged in parallel. The first motor is connected to the first shaft, and the first shaft and the second motor are in transmission connection with the second shaft respectively. The powertrain system also includes a Selectable One-Way Clutch (SOWC) disposed on the first shaft between a point at which the first electric machine is connected to the first shaft and an output of the first shaft to selectively connect or disconnect torque transfer between the first electric machine and the second shaft in different modes. Compared with the traditional sliding friction clutch, the selectable one-way clutch has lighter weight, smaller volume and simpler mechanical structure, so that the power system has higher integration level and lower cost.

According to a preferred embodiment of the invention, the power system may further comprise a damper arranged on the first shaft between the input of the first shaft and the location where the first electric machine is connected to the first shaft. Preferably, the damper may have a torque limiter. The damper may reduce the torque vibration transmitted to the first shaft, and the torque limiter in the damper may prevent the torque transmitted to the first shaft from being excessive.

According to another preferred embodiment of the present invention, the powertrain may further comprise an internal combustion engine, which is rotationally fixed coaxially with the input end of the first shaft, thereby providing a torque input to the first shaft.

According to a further preferred embodiment of the invention, the output of the first shaft may be in driving connection with the second shaft via a first gear set. The first gear set may, for example, comprise two spur gears which mesh with one another and are connected in a rotationally fixed manner to the output of the first shaft and to the second shaft. Similarly, the output end of the second motor can also be in transmission connection with the second shaft through a second gear set; or the second motor may be mounted on the second shaft. The second gear set may also comprise, for example, two spur gears which mesh with one another and are connected in a rotationally fixed manner to the output of the second electric machine and to the second shaft. By appropriately setting the relative dimensional relationships between the gears in each gear set, a desired gear ratio can be achieved to achieve speed reduction, torque increase, etc.

According to another preferred embodiment of the present invention, the selectable one-way clutch may employ a ratchet type one-way clutch structure, a roller type one-way clutch structure, and/or a sprag type one-way clutch structure.

The above technical problem is also solved by a vehicle according to the present invention, comprising a power system having the above features.

Drawings

The invention is further described below with reference to the accompanying drawings. Identical reference numbers in the figures denote functionally identical elements. Wherein:

FIG. 1 shows a schematic diagram of a power system according to the prior art;

FIG. 2 illustrates a schematic diagram of a power system according to an embodiment of the present disclosure; and

fig. 3a to 3c are schematic diagrams respectively showing different connection states of a one-way selectable clutch of a powertrain according to an embodiment of the present invention.

Detailed Description

Specific embodiments of a powertrain and a vehicle for a hybrid vehicle according to the present invention will be described below with reference to the accompanying drawings. The following detailed description and drawings are included to illustrate the principles of the invention, which is not to be limited to the preferred embodiments described, but is to be defined by the appended claims.

According to an embodiment of the present invention, a powertrain for a hybrid vehicle is provided. Fig. 2 shows a schematic diagram of the power system. As shown in fig. 2, the powertrain includes a first shaft 1, a second shaft 2, an internal combustion engine E, a first electric machine M1, a second electric machine M2, a selectable one-way clutch 3, and a damper 4.

The first shaft 1 and the second shaft 2 are arranged in parallel. The output of the internal combustion engine E is connected in a rotationally fixed manner coaxially to the input of the first shaft 1, so that the torque generated in the internal combustion engine E is input into the first shaft 1. The damper 4, the first motor M1, and the selectable one-way clutch 3 are coaxially arranged on the first shaft 1, respectively. The damper 4 is, for example, a disc damper with an integrated torque limiter. The torque limiter may limit the torque transmitted through the damper 4 so that an excessive torque exceeding the limit cannot be transmitted through the damper 4 to the output end of the first shaft 1. The damper 4 and the torque limiter therein are well known components in the art and the specific structure and principles thereof will not be described in detail herein.

The first electric machine M1 is arranged on the first shaft 1 on the side of the vibration damper 4 facing away from the internal combustion engine E. The first electric machine M1 has an electric machine rotor, which is mounted on the first shaft 1 in a rotationally fixed manner, and an electric machine stator, which is mounted radially outside the electric machine rotor and is fixedly connected to a structure, for example a gearbox housing. The motor rotor is rotatable with the first shaft 1 relative to the motor stator. Alternatively, the first electric machine M1 may be connected to the first shaft 1 through a gear set connected to the first shaft 1 at a position between the damper 4 and the sowc 3.

The selectable one-way clutch 3 is arranged on the first shaft 1 on the side of the first electric machine M1 facing away from the damper 4. As shown in fig. 3a to 3c, the selectable one-way clutch 3 has three connection states: a two-way engaged state (fig. 3a), a one-way engaged state (fig. 3b), and a disengaged state (fig. 3 c). In the two-way engagement state, the selectable one-way clutch 3 can transmit torque in two rotation directions; in the one-way engagement state, the sowc 3 is capable of transmitting torque in only one rotational direction, but is incapable of transmitting torque in the opposite rotational direction; in the disengaged state, the sowc 3 is completely disengaged and cannot transmit torque in any rotational direction. Such a selectable one-way clutch 3 can be implemented by various types known in the art, and its typical structure and operation principle are described in detail in patent documents such as CN 105317882a, etc., and will not be described in detail herein.

The first gear 5 is connected in a rotationally fixed manner to the output of the first shaft 1, the second gear 6 is connected in a rotationally fixed manner to the second shaft 2, the first gear 5 and the second gear 6 being spur gears which mesh with one another, so that a first gear set is formed. The torque on the first shaft 1 can be transferred to the second shaft 2 through the first gear set.

The second motor M2 is arranged in parallel with the first shaft 1 and the second shaft 2, respectively. Similar to the first electric machine M1, the second electric machine M2 also has a machine rotor and a machine stator, wherein the machine stator is mounted radially outside of the machine rotor and is fixedly connected to a structure, such as a gearbox housing, and the machine rotor rotates the output of the second electric machine M2 (i.e., the output shaft that extends outside of the second electric machine M2) relative to the machine stator. The output of the second electric motor M2 is connected in a rotationally fixed manner to a third gear wheel 7, a fourth gear wheel 8 is connected in a rotationally fixed manner to the second shaft 2, and the third gear wheel 7 and the fourth gear wheel 8 are spur gears which mesh with one another, so that a second gear wheel set is formed. The output torque of the second electric machine M2 can be transmitted to the second shaft 2 through the second gear set. Alternatively, the second electric machine M2 is mounted directly on the second shaft 2, i.e. the rotor of the second electric machine M2 is fixedly mounted on the second shaft 2 and the stator of the second electric machine M2 is rotatably mounted with respect to the rotor on a structure such as a gearbox housing.

Of course, alternatively, the first gear 5, the second gear 6, the third gear 7 and the fourth gear 8 may also adopt gears with other structural forms, such as bevel gears, helical gears, worm gears and the like.

In different operating modes of the hybrid vehicle, the selectable one-way clutch 3 adopts different connection states, respectively. Specifically, when the one-way clutch 3 is shifted to the two-way engaged state shown in fig. 3a, torque can be transmitted between the internal combustion engine E and the second shaft 2 in two ways, while the powertrain is driven by the internal combustion engine E, while the first and second electric machines M1, M2 can be in output-driven, power-generating, or free (i.e., completely disconnected on the electric path), respectively. When the one-way clutch 3 is shifted to the one-way engagement state shown in fig. 3b, torque can be transmitted only from the internal combustion engine E and the first electric machine M1 to the second shaft 2, but not from the second shaft 2 in reverse to the first shaft 1, and at this time, the powertrain is driven by the internal combustion engine E and both electric machines together, or the powertrain is driven by the internal combustion engine E and the second electric machine M2 while the first electric machine M1 generates electric power, and the second electric machine M2 cannot drag the internal combustion engine E to operate. When the one-way clutch 3 is shifted to the disengaged state shown in fig. 3c, torque in both directions cannot be transmitted through the one-way clutch 3, torque transmission between the first shaft 1 and the second shaft 2 is completely disconnected, the powertrain is driven only by the second electric machine M2, the second electric machine M2 is connected to the battery, and the internal combustion engine E and the first electric machine M1 may be in a stopped state, or the internal combustion engine E may also drive the first electric machine M1 to generate electricity and charge the battery, while the second electric machine M2 can recover kinetic energy to generate electricity and charge the battery.

While, as for the structure of the one-way clutch 3, it is not limited to that shown in fig. 3a to 3c, it is possible to employ, for example: the ratchet wheel type one-way clutch structure, the roller type one-way clutch structure, the wedge type one-way clutch structure and the like can adopt a single structure or any combination of various one-way clutch structures.

According to further embodiments of the present invention, there is also provided a vehicle having the power system according to the above-described embodiments.

The power system and the vehicle using the selectable one-way clutch to replace the traditional friction clutch have the advantages of simpler system structure, more compact layout, reduced occupied space of the system and cost saving.

Although possible embodiments have been described by way of example in the above description, it should be understood that numerous embodiment variations exist, still by way of combination of all technical features and embodiments that are known and that are obvious to a person skilled in the art. It should also be appreciated that the exemplary embodiment or exemplary embodiments are only examples, and are not intended to limit the scope, applicability, or configuration of the invention in any way. From the foregoing description, one of ordinary skill in the art will more particularly provide a technical guide to convert at least one exemplary embodiment, wherein various changes may be made, particularly in matters of function and structure of the components described, without departing from the scope of the following claims.

List of reference numerals

1 first shaft

2 second axis

3-way selectable clutch

4 vibration damper

5 first gear

6 second gear

7 third gear

8 fourth gear

E internal combustion engine

M1 first motor

M2 second motor