阅读说明：本技术 一种混合动力驱动装置 (Hybrid power driving device ) 是由 祝林 肖逸阁 付军 孙艳 谭艳军 林霄喆 王瑞平 安聪慧 于 2020-12-04 设计创作，主要内容包括：本发明公开了一种混合动力驱动装置,用于混合动力汽车,包括发动机、与所述发动机的输出端相连的输入轴、从动轴、与所述从动轴连接的输出轴、与所述输入轴连接的发电机、与所述输出轴连接的驱动电机和位于所述输入轴、所述从动轴之间用以使所述输入轴的转速大于所述从动轴的转速时才能将所述输入轴与所述从动轴连接的超越离合器。本发明公开的混合动力驱动装置通过用超越离合器代替传统离合器,无需另外的液压设备控制超越离合器的开合,离合器开合过渡更顺畅,且所占空间小,成本低,超越离合器布置于输入轴一侧,惯量更小更利于结合。(The invention discloses a hybrid power driving device, which is used for a hybrid power automobile and comprises an engine, an input shaft connected with the output end of the engine, a driven shaft, an output shaft connected with the driven shaft, a generator connected with the input shaft, a driving motor connected with the output shaft and an overrunning clutch, wherein the overrunning clutch is positioned between the input shaft and the driven shaft and is used for connecting the input shaft and the driven shaft when the rotating speed of the input shaft is greater than that of the driven shaft. The hybrid power driving device disclosed by the invention has the advantages that the overrunning clutch is used for replacing the traditional clutch, the opening and closing of the overrunning clutch are not controlled by other hydraulic equipment, the opening and closing transition of the clutch is smoother, the occupied space is small, the cost is low, the overrunning clutch is arranged on one side of the input shaft, the inertia is smaller, and the combination is facilitated.)

1. A hybrid power driving device is used for a hybrid electric vehicle and is characterized by comprising an engine, an input shaft, a driven shaft, an output shaft, a generator, a driving motor and an overrunning clutch, wherein the input shaft is connected with the output end of the engine, the driven shaft is connected with the driven shaft, the generator is connected with the input shaft, the driving motor is connected with the output shaft, and the overrunning clutch is positioned between the input shaft and the driven shaft and used for enabling the input shaft to be connected with the driven shaft when the rotating speed of the input shaft is larger than that of the driven shaft.

2. A hybrid drive unit as defined in claim 1, wherein said input shaft is provided at a rear end thereof with a first gear, and said generator is provided at a front end thereof with a second gear engaged with said first gear.

3. The hybrid drive apparatus according to claim 2, wherein the second gear is an involute helical gear for changing a speed ratio of the engine to the generator and an axis of the second gear is not coincident with an axis of the first gear.

4. A hybrid drive unit as set forth in claim 2 wherein a flywheel for storing rotational inertia of said engine is further provided on said input shaft on a side thereof adjacent to said engine.

5. The hybrid driving apparatus as claimed in claim 1, wherein a third gear and a fourth gear having different diameters are sequentially provided at a rear end of the driven shaft, and a fifth gear and a sixth gear that are matched with the third gear and the fourth gear are sequentially provided at a front end of the output shaft.

6. The hybrid drive device according to claim 5, wherein a synchronizer for controlling engagement and disengagement of the fifth gear, the sixth gear, the third gear and the fourth gear, and thus connection and disengagement between the driven shaft and the output shaft, is provided between the fifth gear and the sixth gear.

7. The hybrid drive apparatus according to claim 1, further comprising an output gear connected to wheels of the hybrid vehicle and a seventh gear disposed at a rear end of the output shaft to mesh with the output gear.

8. A hybrid drive as claimed in claim 7, wherein a differential is provided between said output gear and said wheels to control the difference in rotational speed of said wheels.

9. A hybrid drive unit as set forth in claim 7, characterized in that a first reduction gear pair and a second reduction gear pair are provided between said drive motor and said output shaft.

10. The hybrid drive device according to claim 9, wherein the first reduction gear pair includes an eighth gear disposed at a front end of the drive motor and a ninth gear meshed with the eighth gear, and the second reduction gear pair includes a tenth gear connected with the ninth gear shaft and having a diameter different from that of the ninth gear and an output gear meshed with the tenth gear.

Technical Field

The invention relates to the technical field of vehicle transmission, in particular to a hybrid power driving device.

Background

With the development of new energy automobiles, hybrid automobiles are now formed into new energy automobile models which are mainly sold at present, the hybrid automobiles can operate in various driving modes, however, the battery capacity is limited, and the hybrid automobiles mainly rely on engine combustion to provide power.

The hybrid vehicle types can be divided into P0, P1, P2, P3, P4 and the like according to the position of the motor. P0 motor is placed in front of the gear box, Belt drives BSG motor (Bel drive Starter Generator, start, generate electricity integral motor). P1 the motor is placed before the gearbox, mounted on the engine crankshaft, before the clutch (original flywheel position). P2: the electric machine is placed at the input of the gearbox, after the clutch (between the engine and the gearbox). P3: the motor is arranged at the output end of the gearbox, shares the same shaft with the engine and is output in the same source. P4: the motor is arranged behind the gearbox, is separated from the output shaft of the engine and is used for driving unpowered wheels (the P4 is that the motor is arranged on a rear axle, and the wheel side drive is also called P4).

The defects of four single-motor driving modes are obvious, and more vehicle models adopt double motors to achieve the purpose of enabling the engine to work in a high-efficiency range forever, such as an IMMD system in Honda. However, the existing double-motor hybrid electric vehicle is high in research, development and manufacturing cost, and when a traditional clutch is used, drag torque loss exists in the process that the clutch is opened during mode switching, so that the efficiency of the transmission is influenced. And the traditional clutch has larger size, and a matched hydraulic control system is added, so that the hardware cost is high and the occupied space is large.

The foregoing description is provided for general background information and is not admitted to be prior art.

Disclosure of Invention

The invention aims to provide a hybrid power driving device which replaces a traditional clutch with an overrunning clutch.

The invention provides a hybrid power driving device, which is used for a hybrid electric vehicle and comprises an engine, an input shaft connected with the output end of the engine, a driven shaft, an output shaft connected with the driven shaft, a generator connected with the input shaft, a driving motor connected with the output shaft and an overrunning clutch, wherein the overrunning clutch is positioned between the input shaft and the driven shaft and used for connecting the input shaft and the driven shaft when the rotating speed of the input shaft is greater than that of the driven shaft.

Furthermore, a first gear is arranged at the rear end of the input shaft, and a second gear meshed with the first gear is arranged at the front end of the generator.

Further, the second gear is an involute helical gear for changing the speed ratio of the engine and the generator, and the axis of the second gear is not coincident with the axis of the first gear.

Furthermore, a flywheel used for storing the rotation inertia of the engine is further arranged on one side, close to the engine, of the input shaft.

Furthermore, a third gear and a fourth gear which are different in diameter are sequentially arranged at the rear end of the driven shaft, and a fifth gear and a sixth gear which are matched with the third gear and the fourth gear are sequentially arranged at the front end of the output shaft.

Furthermore, a synchronizer used for controlling the engagement and the separation of the fifth gear, the sixth gear, the third gear and the fourth gear so as to control the connection and the separation between the driven shaft and the output shaft is arranged between the fifth gear and the sixth gear.

Further, the hybrid electric vehicle further comprises an output gear connected with wheels of the hybrid electric vehicle and a seventh gear arranged at the rear end of the output shaft and meshed with the output gear.

Further, a differential mechanism used for controlling the rotating speed difference of the wheels is arranged between the output gear and the wheels.

Furthermore, a first reduction gear pair and a second reduction gear pair are arranged between the driving motor and the output shaft.

Further, the first reduction gear pair includes an eighth gear disposed at a front end of the driving motor and a ninth gear engaged with the eighth gear, and the second reduction gear pair includes a tenth gear connected with the ninth gear shaft and having a diameter different from that of the ninth gear and an output gear engaged with the tenth gear.

According to the hybrid power driving device provided by the invention, the overrunning clutch is used for replacing the traditional clutch, no additional hydraulic equipment is needed for controlling the opening and closing of the overrunning clutch, only when the rotating speed of the input shaft is higher than that of the driven shaft, the torque of the input shaft can be transmitted to the driven shaft, the opening and closing transition of the clutch is smoother, the occupied space is small, the cost is low, and the overrunning clutch is arranged on one side of the input shaft, so that the inertia is smaller and the combination is more favorable. And the generator is arranged in an off-axis manner, so that the axial size of the whole vehicle can be effectively reduced, and the carrying and arrangement requirements of the A/B platform vehicle can be met. Through the synchronizer, the generator and the driving motor, three-gear speed change is realized, the hybrid function is complete, hybrid idle power generation, pure electric drive, a series mode, a first-gear parallel mode, a second-gear parallel mode, a first-gear engine direct drive mode and a second-gear engine direct drive mode can be realized, and the hybrid power generator has few structural elements and low cost. And the axial space is saved by the speed reduction of the two-stage gear pair. Two-gear transmission is realized through two gear pairs with different diameters, gear switching is faster, and gear shifting can be performed at a lower speed.

Drawings

FIG. 1 is a schematic structural diagram of a hybrid drive unit according to an embodiment of the present invention;

fig. 2 is a schematic diagram illustrating the operation of the hybrid drive apparatus according to the embodiment of the present invention in each operation mode.

Detailed Description

The following detailed description of embodiments of the present invention is provided in connection with the accompanying drawings and examples. The following examples are intended to illustrate the invention but are not intended to limit the scope of the invention.

Referring to fig. 1 to fig. 2, the present embodiment provides a hybrid driving apparatus for a hybrid vehicle. The hybrid drive apparatus includes a battery pack (not shown) for storing electric Power and driving an automobile by the electric Power, a PCU (Power Control Unit) (not shown), an engine 10 (ICE), an input shaft 20, a driven shaft 30, an output shaft 40, a generator 50, a drive motor 60, an output gear 71, a synchronizer 72, an overrunning clutch 73, a flywheel 81, a differential 82, and a first gear 91, a second gear 92, a third gear 93, a fourth gear 94, a fifth gear 95, a sixth gear 96, a seventh gear 97, an eighth gear 98, a ninth gear 99, and a tenth gear 90. The generator 50 and the driving motor 60 are both high-voltage high-power motors, and can be used as a generator or a motor.

The input shaft 20 is connected to an output end of the engine 10, a flywheel 81 for storing rotational inertia of the engine 10 is provided on a side of the input shaft 20 close to the engine 10, and a first gear 91 is disposed at a rear end of the input shaft 20. The second gear 92 is disposed at the front end of the generator 50 and meshes with the first gear 91. The second gear 92 is an involute helical gear for setting the speed ratio between the engine 10 and the generator 50. The second gear 92 is not coincident with the axis of the first gear 91, so that the generator 50 is arranged in an off-axis manner relative to the engine 10, and the axial size of the whole vehicle is effectively reduced.

The input shaft 20 is connected with the driven shaft 30 through the overrunning clutch 73, when the rotating speed of the input shaft 20 is higher than that of the driven shaft 30, the overrunning clutch 73 is automatically communicated, and the input shaft 20 can drive the driven shaft 30 to rotate. When the rotation speed of the input shaft 20 is lower than that of the driven shaft 30, relative slip occurs between both ends of the overrunning clutch 73, and the torque of the input shaft 20 is not transmitted to the driven shaft 30. This embodiment is through replacing traditional clutch with freewheel clutch 73, need not the opening and shutting of other hydraulic equipment control freewheel clutch 73, and the moment of torsion of input shaft 20 can only transmit driven shaft 30 when the input shaft 20 rotational speed is higher than driven shaft 30, and the clutch transition of opening and shutting is more smooth and easy, and shared space is little, and is with low costs. The overrunning clutch 73 is arranged on one side of the input shaft, so that the inertia is smaller, and the combination is more favorable.

The third gear 93 and the fourth gear 94 are arranged in sequence at the rear end of the driven shaft 30, and the third gear 93 and the fourth gear 94 are not in the same diameter. The fifth gear 95 and the sixth gear 96 are sequentially disposed at the front end of the output shaft 40, and are respectively matched with the third gear 93 and the fourth gear 94. The fifth gear 95 and the sixth gear 96 are provided with synchronizers 72, and the synchronizers 72 are connected to the PCU to be controlled by the PCU to engage or disengage the fifth gear 95 and the sixth gear 96 with or from the third gear 93 and the fourth gear 94, thereby controlling the connection and disconnection of the driven shaft 30 to or from the output shaft 40.

This implementation realizes two grades of transmissions through two different diameter gear pairs, and the gear switches more fast, can shift gears under lower speed. In other embodiments, only one gear pair may be provided between the driven shaft 30 and the output shaft 40, and the connection and disconnection between the driven shaft 30 and the output shaft 40 may be realized by another clutch or a half synchronizer.

The driving motor 60 is connected to the output shaft 40 to rotate the output shaft 40, and drives the wheel 100 to rotate through the output shaft 40. In the present embodiment, a plurality of transition gears are further provided between the driving motor 60 and the output shaft 40. A seventh gear 97 is disposed at the rear end of the output shaft 40, and the output gear 71 is connected with the wheels 100 and meshes with the seventh gear 97. The eighth gear 98 is disposed at the front end of the driving motor 60 and is engaged with the output gear 96 through the ninth gear 99 and the tenth gear 90 as transition gears. The driving motor 60 drives the output shaft 40 to rotate through a plurality of transition gears, and finally drives the wheel 100 to rotate. The differential 82 is disposed between the output gear 96 and the wheels 100 to control the difference in the rotational speed of the left and right wheels 100.

The ninth gear 99 and the tenth gear 90 have different diameters and are connected by a shaft, the seventh gear 97 and the output gear 71 form a main reduction gear pair, the eighth gear 98 and the ninth gear 99 form a first reduction gear pair, and the tenth gear 90 and the output gear 71 form a second reduction gear pair. This embodiment has practiced thrift axial space through the reduction of two-stage gear pair. In other embodiments, the specific transmission manner between the driving motor 60 and the output shaft 40 can be changed according to the size of each vehicle model and the arrangement of the transmission system, such as increasing or decreasing transition gears and transmission shafts.

The generator 50 and the driving motor 60 are connected with the battery pack through wires, when the generator 50 and the driving motor 60 are used as generators, the battery pack stores electric energy generated by the generator 50 and the driving motor 60, and when the generator 50 and the driving motor 60 are used as motors, the electric energy in the battery pack drives the generator 50 and the driving motor 60 to rotate.

The PCU is connected to the engine 10, the generator 50, the drive motor 60, and the synchronizer 72, and controls the State of the synchronizer 72 and the start/stop and the rotation speed of the engine 10, the generator 50, and the drive motor 60 according to the vehicle speed, the accelerator brake operation, the battery pack SOC (State of charge), and the like, and is specifically subdivided into 8 operating modes, an idle charging mode, a pure electric drive mode, a series drive mode, a first-gear parallel drive mode, a second-gear parallel drive mode, a first-gear direct drive mode, a second-gear direct drive mode, and a braking energy recovery mode.

In the idle charge mode, the PCU control synchronizer 72 is not engaged, the drive motor 60 is not started, and the engine 10 drives the generator 50 to charge the battery pack. In the pure electric drive mode, the PCU control synchronizer 72 is not engaged, the generator 50 is not started, and the battery pack supplies power to the drive motor to drive the output shaft 40 to rotate, so that the wheels 100 are driven to rotate. In the series drive mode, the PCU control synchronizer 72 is not engaged, and the engine 10 drives the generator 50 to charge the battery pack, which supplies power to the drive motor to drive the output shaft 40 to rotate, which in turn drives the wheels 100 to rotate. In the braking energy recovery mode, the PCU control synchronizer 72 is not engaged, the accelerator is released when the automobile runs, the drive motor 60 sends a negative torque command at this time, the drive motor 60 at this time is used as a generator, and the drive motor 60 at this time can be understood as a brake capable of charging the battery pack.

In the first-gear parallel driving mode, the PCU controls the fifth gear 95 to be engaged with the third gear 93, the fourth gear 94 to be disengaged from the sixth gear 96, and the engine 10 drives the wheels 100 to rotate through the input shaft 20, the driven shaft 30 and the output shaft 40, and simultaneously the driving motor 60 also drives the output shaft 40 to rotate. The engine 10 may also drive the generator 50 to rotate to charge the battery pack when the battery pack is low. In the second-gear parallel driving mode, the PCU controls the fifth gear 95 not to be engaged with the third gear 93, and the sixth gear 96 to be engaged with the fourth gear 94, so that the engine 10 drives the wheels 100 to rotate through the input shaft 20, the driven shaft 30 and the output shaft 40, and the driving motor 60 also drives the output shaft 40 to rotate. The engine 10 may also drive the generator 50 to rotate to charge the battery pack when the battery pack is low.

In the first-gear engine direct drive mode, the PCU controls the fifth gear 95 to be coupled to the third gear 93, and the sixth gear 96 to be uncoupled, so that the engine 10 drives the wheels 100 to rotate through the input shaft 20, the driven shaft 30 and the output shaft 40. In the second-gear engine direct drive mode, the PCU controls the fifth gear 95 not to be engaged with the third gear 93, and the sixth gear 96 to be engaged with the fourth gear 94, so that the engine 10 drives the wheels 100 to rotate through the input shaft 20, the driven shaft 30 and the output shaft 40.

In the process of starting and accelerating the vehicle, the vehicle firstly responds quickly through a pure electric drive mode, is in a series mode at low speed, then is in a first-gear parallel drive mode or a first-gear engine direct drive mode, then is in a second-gear parallel drive mode or a second-gear engine direct drive mode, and is in the first-gear engine direct drive mode or the second-gear engine direct drive mode in a high-speed cruising stage. The mode switching sequence is only the optimal switching sequence in the ideal speed increasing process, and then the mode switching sequence is changed according to the speed increase and decrease in the actual driving process.

Referring to fig. 2, in the mode switching, for example, when the mode is switched from the pure electric mode to the first-gear parallel driving mode, the PCU controls the fifth gear 95 to be engaged with the third gear 93 in advance, and immediately after the engine 10 rotates, the input shaft 20 may be connected to the driven shaft 30 via the overrunning clutch 73, and then the torque is transmitted to the output shaft 40 via the fifth gear 95 and the third gear 93. During the gear shift, the drive motor 60 still drives the output shaft 40 to rotate, so no power termination occurs.

To prevent mode switching errors due to vehicle speed fluctuations, in the series mode and the tongbuqi72 switching state, the PCU can control the output torque of the generator 50 to reduce the rotation speed of the input shaft 20, so that the overrunning clutch 73 is not engaged, and the rotation speed of the input shaft 20 is prevented from being higher than that of the driven shaft 30, thereby preventing the input shaft 20 from driving the driven shaft 30 to rotate. In the present embodiment, the rotation speed of the input shaft 20 is controlled to be lower than the rotation speed of the driven shaft 30 by not less than 100rpm (Revolutions Per Minute). In other embodiments, the difference in rotational speed between the input shaft 20 and the driven shaft 30 may be set according to actual circumstances.

The hybrid drive device that this embodiment provided is through replacing traditional clutch with freewheel clutch 73, need not opening and shutting of other hydraulic equipment control freewheel clutch 73, and the moment of torsion of input shaft 20 can transmit driven shaft 30 only when the input shaft 20 rotational speed is higher than driven shaft 30, and the clutch transition that opens and shuts is more smooth and easy, and shared space is little, and is with low costs, and freewheel clutch 73 arranges in input shaft one side, and inertia is littleer more does benefit to the combination. In addition, when the PCU is in the series mode, the PCU controls the rotating speed of the input shaft 20 to be lower than the rotating speed of the driven shaft 30 by more than 100rpm, thereby avoiding the mode switching from being triggered by the vehicle speed fluctuation. And the generator 50 is arranged in an off-axis way, so that the axial size of the whole vehicle can be effectively reduced, and the carrying and arrangement requirements of the A/B platform vehicle can be met. Through the fifth gear 95, the sixth gear 96, the generator 50 and the P2 motor 60, three-gear speed change is realized, the hybrid function is complete, hybrid idle power generation, pure electric drive, a series mode, a first-gear parallel mode, a second-gear parallel mode, a first-gear engine direct drive mode and a second-gear engine direct drive mode can be realized, and the hybrid power generation system has few structural elements and low cost. And the axial space is saved by the speed reduction of the two-stage gear pair. Two-gear transmission is realized through two gear pairs with different diameters, gear switching is faster, and gear shifting can be performed at a lower speed.

In the drawings, the size and relative sizes of layers and regions may be exaggerated for clarity. It will be understood that when an element such as a layer, region or substrate is referred to as being "formed on," "disposed on" or "located on" another element, it can be directly on the other element or intervening elements may also be present. In contrast, when an element is referred to as being "directly formed on" or "directly disposed on" another element, there are no intervening elements present.

In this document, unless expressly stated or limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms can be understood in a specific case to those of ordinary skill in the art.

As used herein, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, including not only those elements listed, but also other elements not expressly listed.

In this document, the terms "upper", "lower", "front", "rear", "left", "right", "top", "bottom", "inner", "outer", "vertical", "horizontal", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for the purpose of clarity and convenience of description of the technical solutions, and thus, should not be construed as limiting the present invention.

As used herein, the ordinal adjectives "first", "second", etc., used to describe an element are merely to distinguish between similar elements and do not imply that the elements so described must be in a given sequence, either temporally, spatially, in ranking, or in any other manner.

As used herein, the meaning of "a plurality" or "a plurality" is two or more unless otherwise specified.

The above description is only for the specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can easily conceive of the changes or substitutions within the technical scope of the present invention, and all the changes or substitutions should be covered within the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the appended claims.