WO2023010714A1 - 双电机多档位混合动力传动系统和车辆 - Google Patents

双电机多档位混合动力传动系统和车辆 Download PDF

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Publication number
WO2023010714A1
WO2023010714A1 PCT/CN2021/132140 CN2021132140W WO2023010714A1 WO 2023010714 A1 WO2023010714 A1 WO 2023010714A1 CN 2021132140 W CN2021132140 W CN 2021132140W WO 2023010714 A1 WO2023010714 A1 WO 2023010714A1
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WIPO (PCT)
Prior art keywords
motor
gear
dual
transmission system
engine
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/CN2021/132140
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English (en)
French (fr)
Inventor
苏宇
王二朋
林霄喆
于海生
孙艳
付军
谭艳军
张旭
王开文
张恒
孙剑斌
赵欣
王瑞平
肖逸阁
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.)
Yiwu Geely Automatic Transmission Co Ltd
Zhejiang Geely Holding Group Co Ltd
Ningbo Geely Royal Engine Components Co Ltd
Aurobay Technology Co Ltd
Original Assignee
Yiwu Geely Automatic Transmission Co Ltd
Zhejiang Geely Holding Group Co Ltd
Ningbo Geely Royal Engine Components Co Ltd
Aurobay Technology Co Ltd
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 Yiwu Geely Automatic Transmission Co Ltd, Zhejiang Geely Holding Group Co Ltd, Ningbo Geely Royal Engine Components Co Ltd, Aurobay Technology Co Ltd filed Critical Yiwu Geely Automatic Transmission Co Ltd
Priority to EP21952577.1A priority Critical patent/EP4338996A4/en
Priority to JP2023577482A priority patent/JP7670865B2/ja
Publication of WO2023010714A1 publication Critical patent/WO2023010714A1/zh
Priority to US18/536,665 priority patent/US12145446B2/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/021—Clutch engagement state
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/1005—Transmission ratio engaged
    • 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 application relates to the technical field of vehicles, in particular to a dual-motor multi-speed hybrid power transmission system and a vehicle.
  • Hybrid means that the vehicle uses gasoline drive and electric drive.
  • the key is the hybrid system.
  • the performance of the hybrid system is directly related to the performance of the hybrid vehicle.
  • the commonly used hybrid system often adopts a fixed speed ratio, but the fixed speed ratio prevents the engine from working at the best economic point, and the power transmission performance is limited.
  • the main purpose of this application is to provide a dual-motor multi-gear hybrid power transmission system, which aims to solve the fixed speed ratio problem of the hybrid power system and improve power transmission performance.
  • the dual-motor multi-gear hybrid power transmission system proposed by the present application includes an engine, a first motor, a second motor, a first clutch, a second clutch, a first planetary row, a second planetary row, a first an input shaft, a second input shaft, a third input shaft and a brake assembly;
  • the first input shaft is connected to the engine through the first clutch
  • the second input shaft is connected to the engine through the second clutch, and the second input shaft is sleeved outside the first input shaft;
  • the first motor is connected to the engine
  • the second motor is connected to the first planetary row through the third input shaft;
  • the braking assembly is configured to brake the first planetary row and/or the second planetary row.
  • the first planetary row includes a first sun gear, a first planetary carrier, a first planetary gear and a first ring gear
  • the second planetary row includes a second sun gear, a second planetary carrier, The second planetary gear and the second ring gear, the first planet carrier is connected with the second ring gear, and the second planet carrier is connected with the first ring gear.
  • the brake assembly includes a first brake connected to the second planet carrier.
  • the brake assembly includes a second brake connected to the second sun gear.
  • the dual-motor multi-gear hybrid power transmission system further includes a first intermediate shaft, the first intermediate shaft is loosely sleeved outside the first input shaft, and the second brake passes through the The first intermediate shaft is connected with the second sun gear.
  • the dual-motor multi-gear hybrid power transmission system further includes a second countershaft connected to the second ring gear and configured to output power.
  • the dual-motor multi-speed hybrid transmission system further includes a differential, and the differential is connected to the second intermediate shaft.
  • the dual-motor multi-gear hybrid power transmission system further includes a torsional damper, and the torsional damper is arranged between the engine and the first generator.
  • both the first motor and the second motor are connected to a power storage battery, and the dual-motor multi-gear hybrid power transmission system has any one or more of the following working modes:
  • the second motor works as a driving motor using the electric energy of the power storage battery, the engine does not work, and the first motor does not work;
  • the second motor works as a drive motor using the electric energy of the power storage battery, and the engine drives the first motor as a generator to supply power to the second motor or to supply power to the Charging the traction battery;
  • Parallel mode the engine runs at the set economical operating point, the second motor performs power output or charges the power battery according to the current power demand or the power demand of the power battery, and the first motor does not work ;
  • the second motor works as a driving motor using the electric energy of the power storage battery
  • the engine works, and at the same time, the engine drives the first motor as a generator to generate electricity for the second motor;
  • the second motor works as a driving motor using the electric energy of the power storage battery, the engine works, and at the same time, the first motor works as a driving motor using the electric energy of the power storage battery.
  • the present application also proposes a vehicle, including the dual-motor multi-speed hybrid power transmission system.
  • a technical solution of the present application uses a double clutch to connect two input shafts sleeved together, wherein the first clutch is connected to the engine through the first input shaft, and the second clutch is connected to the engine through the second input shaft, thereby realizing the Transmission of power on two input shafts, and then transmission to the first planetary row and/or the second planetary row.
  • the connection between the second motor and the first planetary row realizes the transmission of the power of the second motor to the first planetary row.
  • the transmission of power in the first planetary row and/or the second planetary row is controlled by the brake assembly, and at the same time the engine is connected to the first motor to transmit the engine power to the first motor, thereby realizing pure electric mode, series mode, and parallel mode and power split mode and other drive modes.
  • the problem of fixed speed ratio is solved.
  • the speed ratio of the dual-motor multi-gear hybrid power transmission system can be flexibly adjusted, which satisfies the optimization of economy without reducing the performance, and makes the engine work at the optimal working point. On the one hand, it improves It improves the power transmission performance; on the other hand, it makes the engine work more economically and improves the transmission efficiency.
  • both the first motor and the second motor have driving capabilities.
  • the performance of the first motor is improved to reduce the cost; on the other hand, in the dual-motor driving mode, the motor can The flexible access to the series provides energy for the dual motors, making the driving power of the vehicle stronger.
  • FIG. 1 is a schematic structural view of Embodiment 1 of a dual-motor multi-gear hybrid power transmission system of the present application;
  • FIG. 2 is a schematic structural diagram of Embodiment 2 of the dual-motor multi-gear hybrid power transmission system of the present application
  • Fig. 3 is a power path diagram of the pure electric first gear of the dual-motor multi-gear hybrid power transmission system in Fig. 1;
  • Fig. 4 is a power path diagram of the pure electric second gear of the dual-motor multi-gear hybrid power transmission system in Fig. 1;
  • Fig. 5 is a power path diagram when the dual-motor multi-gear hybrid power transmission system in Fig. 1 is connected in series for one gear;
  • Fig. 6 is a power path diagram when the dual-motor multi-gear hybrid power transmission system is in series with the second gear in Fig. 1;
  • Fig. 7 is a power path diagram when the dual-motor multi-gear hybrid power transmission system in Fig. 1 is connected in parallel to one gear;
  • Fig. 8 is a power path diagram when the dual-motor multi-gear hybrid power transmission system is connected in parallel to the second gear in Fig. 1;
  • Fig. 9 is a power path diagram when the dual-motor multi-gear hybrid power transmission system in Fig. 1 is connected in parallel to the third gear;
  • Fig. 10 is a power path diagram when the dual-motor multi-gear hybrid power transmission system in Fig. 1 is connected in parallel with fourth gear;
  • FIG. 11 is a power path diagram of the power split mode of the dual-motor multi-gear hybrid power transmission system in FIG. 1 .
  • label name label name 11 engine 50 Differential 12 first motor 60 first planet row 13 second motor 61 first sun wheel twenty one first clutch 62 first planetary carrier twenty two second clutch 63 first planetary wheel 31 first input shaft 64 first ring gear 32 second input shaft 70 second planet row 33 third input shaft 71 second sun gear 34 first intermediate shaft 72 second planet carrier 35 second intermediate shaft 73 second planetary wheel 41 first brake 74 second ring gear 42 second brake the the
  • hybrid vehicles have gradually become the mainstream of vehicle development due to their high practicability, environmental protection and other advantages.
  • the commonly used hybrid system often adopts a fixed speed ratio, but the fixed speed ratio prevents the engine from working at the best economic point, and the power transmission performance is limited.
  • the present application proposes a dual-motor multi-speed hybrid power transmission system.
  • the dual-motor multi-speed hybrid transmission system includes an engine 11, a first motor 12, a second motor 13, a first clutch 21, a second clutch 22, a first planetary row 60.
  • the first input shaft 31 is connected to the engine 11 through the first clutch 21
  • the second input shaft 32 is connected to the engine 11 through the second clutch 22
  • the second input shaft 32 is sleeved outside the first input shaft 31 .
  • the first input shaft 31 is fixedly connected to the driven disc of the first clutch 21
  • the driving disc of the first clutch 21 is connected to the flywheel of the engine 11
  • the combination of the first clutch 21 and the engine 11 can realize the power of the engine 11 at
  • the transmission on the first input shaft 31 and the separation of the first clutch 21 from the engine 11 can realize the interruption of the power of the engine 11 on the first input shaft 31 .
  • the second input shaft 32 is fixedly connected with the driven disc of the second clutch 22, the driving disc of the second clutch 22 is connected with the flywheel of the engine 11, and the combination of the second clutch 22 and the engine 11 can realize the power of the engine 11 in the second input
  • the transmission on the shaft 32 and the separation of the second clutch 22 from the engine 11 can realize the interruption of the power of the engine 11 on the second input shaft 32 .
  • the first input shaft 31 and the second input shaft 32 are arranged coaxially, the first input shaft 31 is a solid shaft, the second input shaft 32 is a hollow shaft, and the second input shaft 32 is sleeved outside the first input shaft 31, The two can rotate relative to each other.
  • the first clutch 21 and the second clutch 22 are DCT dual clutches, specifically, they can be dry DCT dual clutches or wet DCT dual clutches; of course, the first clutch 21 and the second clutch 22 can also be two single clutches, specifically Can be dog clutch or dry clutch.
  • the first motor 12 is connected to the engine 11 , specifically, the rotor shaft of the first motor 12 is splined to the output shaft of the flywheel of the engine 11 , and is configured to transmit the power of the engine 11 to the first motor 12 .
  • the first motor 12 can be used as a generator to generate electricity, and can also realize the driving function of a driving motor.
  • the second motor 13 is connected with the first planetary row 60 through the third input shaft 33. Specifically, the second motor 13 can be used as a driving motor to realize the driving function, so that the driving power of the second motor 13 is transmitted through the third input shaft 33. To the first planet row 60.
  • a speed ratio gear can also be added between the first electric motor 12 and the engine 11 to generate a speed step ratio to provide more gears for the dual-motor multi-gear hybrid power transmission system, so that the engine 11 There are more options when selecting and matching with the first motor 12 .
  • Both the first motor 12 and the second motor 13 have driving capability. Under the premise of reducing the performance of the second motor 13, the performance of the first motor 12 is improved, so that the overall cost of driving is reduced, and the driving mode of the dual motors makes the engine 11 It can flexibly enter the driving work to provide energy for the dual motors.
  • the brake assembly is configured to brake the first planetary row 60 and/or the second planetary row 70, specifically, the brake assembly is connected with the first planetary row 60 and/or the second planetary row 70, when the brake assembly When connected with the first planetary row 60 and/or the second planetary row 70, the transmission of power in the first planetary row 60 and/or the second planetary row 70 can be realized; when the brake assembly is connected with the first planetary row 60 and/or Or when the second planetary row 70 is separated, the transmission of power in the first planetary row 60 and/or the second planetary row 70 can be interrupted.
  • a technical solution of the present application adopts a double clutch to connect two input shafts sleeved together, wherein the first clutch 21 is connected to the engine 11 through the first input shaft 31 , and the second clutch 22 is connected to the engine 11 through the second input shaft 32
  • the connection realizes the transmission of the power of the engine 11 on the two input shafts, and then the transmission to the first planetary row 60 and/or the second planetary row 70 .
  • the connection of the second motor 13 and the first planetary row 60 realizes the transmission of the power of the second motor 13 to the first planetary row 60.
  • the transmission of power in the first planetary row 60 and/or the second planetary row 70 is controlled by the brake assembly, and at the same time the engine 11 is connected to the first motor 12 to transmit the power of the engine 11 to the first motor 12, thereby realizing pure electric power transmission.
  • Mode, series mode, parallel mode and power split mode and other driving modes Compared with the existing hybrid power transmission system, the problem of fixed speed ratio is solved.
  • the speed ratio of the dual-motor multi-gear hybrid power transmission system can be flexibly adjusted, which satisfies the optimization of economy without reducing the performance, and makes the engine 11 work at the optimal working point.
  • the power transmission performance is improved; on the other hand, the engine 11 is made to work more economically, and the transmission efficiency is improved.
  • both the first motor 12 and the second motor 13 have driving capabilities.
  • the performance of the first motor 12 is improved to reduce the cost; on the other hand, the dual-motor drive mode
  • the engine 11 can be flexibly connected in series to provide energy for the dual motors, so that the driving power of the vehicle is stronger.
  • the first planetary row 60 includes the first sun gear 61 , the first planetary carrier 62 , the first planetary gear 63 and the first ring gear 64
  • the second planetary row 70 includes the second sun gear 71 , the second planet carrier 72 , the second planetary gear 73 and the second ring gear 74 .
  • the first sun gear 61 is connected to the second motor 13 through the third input shaft 33
  • the first planet carrier 62 is connected to the second ring gear 74
  • the first planet gear 63 is fixed on the first planet carrier 62
  • the first The ring gear 64 is connected to the second carrier 72 .
  • the connection between the first planetary row 60 and the second planetary row 70 realizes the transmission of power between the first planetary row 60 and the second planetary row 70 .
  • Both the second sun gear 71 and the second planetary carrier 72 are connected with the brake assembly, and the connection between the second planetary row 70 and the brake assembly realizes the control of the power transmission of the second planetary row 70 by the brake assembly, and further realizes the brake assembly.
  • the control of the moving assembly on the power transmission of the first planetary row 60.
  • the control of the brake assembly on the power transmission in the first planetary row 60 and/or the second planetary row 70 can realize a multi-gear driving mode, adapt to more actual working conditions, and make the dual-motor multi-gear hybrid power transmission The scope of application of the system is wider.
  • the brake assembly includes a first brake 41 connected to the second planet carrier 72 .
  • the first brake 41 is spline-connected to the second input shaft 32 through its friction plate
  • the steel plate of the first brake 41 is spline-connected to the transmission housing
  • the rotating part of the first brake 41 is connected to the second planet carrier. 72 connections.
  • the brake assembly also includes a second brake 42 connected to the second sun gear 71 .
  • the steel plate of the second brake 42 is splined to the transmission housing.
  • the dual-motor multi-gear hybrid power transmission system also includes a first intermediate shaft 34, which is loosely sleeved on the first input shaft 31.
  • the second brake 42 is connected to the second sun gear 71 via the first intermediate shaft 34 . In this way, by controlling the combination or separation of the second brake 42 and the second sun gear 71 , the control of power transmission or interruption in the second planetary row 70 is realized.
  • the dual-motor multi-speed hybrid transmission system further includes a second countershaft 35 connected to the second ring gear 74 and configured to output power.
  • the dual-motor multi-speed hybrid transmission system further includes a differential 50 connected to the second intermediate shaft 35 . In this way, after the power of the engine 11 and/or the first motor 12 and/or the second motor 13 is transmitted through the input shaft and the planetary row, it is transmitted to the second intermediate shaft 35 through the second ring gear 74, and then transmitted to the differential 50, and then transmitted to the axle shaft through the differential 50, and finally output to the wheels to realize the drive of the vehicle.
  • the dual-motor multi-gear hybrid power transmission system further includes a torsional vibration damper (not shown), and the torsional vibration damper is arranged between the engine 11 and the first generator.
  • the torsional shock absorber can reduce the torsional rigidity of the connecting part of the crankshaft of the engine 11 and the transmission system, thereby reducing the natural frequency of the torsional vibration of the transmission system; increase the torsional damping of the transmission system, suppress the corresponding amplitude of torsional resonance, and attenuate the transient torsional vibration caused by impact ; Control the torsional vibration of the clutch and transmission shafting when the power transmission assembly is idling, eliminate the idling noise of the transmission and the torsional vibration and noise of the final drive and transmission; it can also ease the torsional impact load of the drive train under unstable conditions, and improve the clutch smoothness of engagement.
  • Both the first motor 12 and the second motor 13 are connected to a power storage battery (not shown), and the dual-motor multi-gear hybrid power transmission system has any one or more of the following operating modes:
  • the second motor 13 works as a driving motor using the electric energy of the power storage battery, the engine 11 does not work, and the first motor 12 does not work.
  • the second motor 13 works as a drive motor using the electric energy of the power battery, and the engine 11 drives the first motor 12 as a generator to supply power to the second motor 13 or charge the power battery under a set working condition.
  • the set operating condition may be a situation where the power of the traction battery is insufficient.
  • the engine 11 runs at the set economical operating point
  • the second motor 13 performs power output or charges the power battery according to the current power demand or the demand of the power storage battery, and the first motor 12 does not work.
  • the engine 11 runs at the set economical operating point, which specifically means that the engine 11 is driven at an operating point with low fuel consumption, and the fuel consumption can be determined according to the engine fuel consumption map.
  • the second motor 13 works as a drive motor using the electric energy of the power storage battery, the engine 11 works, and the engine 11 drives the first motor 12 as a generator to generate electricity for the second motor 13 to use; or
  • the second motor 13 works as a driving motor using the electric energy of the power storage battery, and the engine 11 works, while the first motor 12 works as a driving motor using the electric energy of the power storage battery.
  • the dual-motor multi-gear hybrid power transmission system can realize multi-gear operation in pure electric mode, series mode, parallel mode and power split mode.
  • pure electric first gear and pure electric second gear first gear in series, second gear in series, first gear in parallel, second gear in parallel, third gear in parallel, fourth gear in parallel, and power split mode, a total of nine gears will be described as examples.
  • Figure 3 to Figure 11 correspond to pure electric first gear, pure electric second gear, first gear in series, second gear in series, first gear in parallel, second gear in parallel, third gear in parallel, fourth gear in parallel, and in power split mode, more
  • the power path of the gear hybrid power transmission system, the bold line in each figure is the power path.
  • the second gear when the second gear is pure electric, the second brake 42 is combined, the second sun gear 71 is fixed, and the second motor 13 drives the first sun gear 61, through the first planetary gear 63, the first The planetary carrier 62 transmits part of the power to the second ring gear 74; the other part of the power is transmitted from the first planetary carrier 62 to the first ring gear 64, and then transmitted to the second planetary carrier 72, the second gear ring 74 ; the second ring gear 74 then transmits the power to the second intermediate shaft 35 , and then to the differential 50 .
  • the second brake 42 when the second gear is connected in series, the second brake 42 is combined, the second sun gear 71 is fixed, the second motor 13 drives the first sun gear 61, through the first planetary gear 63, the first planetary gear
  • the carrier 62 transmits a part of the power to the second ring gear 74; the other part of the power is transmitted from the first planet carrier 62 to the first ring gear 64, and then from the first ring gear 64 to the second planet carrier 72, the second ring gear 74; the second ring gear 74 transmits the power to the second intermediate shaft 35, and then to the differential 50;
  • the engine 11 works to drive the first motor 12 as a generator to generate electricity, and charge the power storage battery.
  • the first clutch 21 is combined, and the engine 11 transmits power to the first input shaft 31 through the first clutch 21, and then to the first sun gear 61.
  • the first sun gear 61 passes through the first planetary gear 63 and the first planet carrier 62 , the power is transmitted to the second ring gear 74 , and the second ring gear 74 transmits the power to the second intermediate shaft 35 and then to the differential 50 .
  • the second gear is connected in parallel, the second brake 42 is combined, the second sun gear 71 is fixed, the second motor 13 drives the first sun gear 61, and the first sun gear 61 passes through the first planetary gear 63.
  • the first planetary carrier 62 transmits part of the power to the second ring gear 74; the other part of the power is transmitted from the first planetary carrier 62 to the first ring gear 64, and then from the first ring gear 64 to the second planetary carrier 72 , the second ring gear 74; the second ring gear 74 then transmits the power to the second intermediate shaft 35, and then to the differential 50;
  • the first clutch 21 is combined, and the engine 11 transmits power to the first input shaft 31 through the first clutch 21, and then to the first sun gear 61, and the first sun gear 61 passes through the first planetary gear 63, the first planetary gear
  • the frame 62 transmits a part of the power to the second ring gear 74; the other part of the power is transmitted from the first planet carrier 62 to the first ring gear 64, and then from the first ring gear 64 to the second planet carrier 72, the second ring gear 74 ; the second ring gear 74 then transmits the power to the second intermediate shaft 35 , and then to the differential 50 .
  • the third gear is connected in parallel, the first brake 41 is separated, the second brake 42 is separated, the second motor 13 drives the first sun gear 61, and the first sun gear 61 passes through the first planetary gear 63,
  • the first planet carrier 62 transmits a part of the power to the second ring gear 74; the other part of the power is transmitted from the first planet carrier 62 to the first ring gear 64, and then transmitted to the second planet carrier 72,
  • the second ring gear 74; the second ring gear 74 then transmits the power to the second intermediate shaft 35, and then to the differential 50;
  • the first clutch 21 is combined, and the engine 11 transmits power to the first input shaft 31 through the first clutch 21, and then to the first sun gear 61, and the first sun gear 61 passes through the first planetary gear 63, the first planetary gear
  • the frame 62 transmits a part of the power to the second ring gear 74; the other part of the power is transmitted from the first planet carrier 62 to the first ring gear 64, and then from the first ring gear 64 to the second planet carrier 72, the second ring gear 74; the second ring gear 74 then transmits the power to the second intermediate shaft 35, and then to the differential 50;
  • the second clutch 22 is combined, and the engine 11 transmits power to the second input shaft 32 through the second clutch 22, and then to the second planet carrier 72 and the second ring gear 74, and the second ring gear 74 then transmits the power to The second intermediate shaft 35 is then transmitted to the differential 50 .
  • the fourth gear is connected in parallel, the second brake 42 is combined, the second sun gear 71 is fixed, the second motor 13 drives the first sun gear 61, and the first sun gear 61 passes through the first planetary gear 63.
  • the first planetary carrier 62 transmits part of the power to the second ring gear 74; the other part of the power is transmitted from the first planetary carrier 62 to the first ring gear 64, and then from the first ring gear 64 to the second planetary carrier 72 , the second ring gear 74; the second ring gear 74 then transmits the power to the second intermediate shaft 35, and then to the differential 50;
  • the second clutch 22 is combined, and a part of the power of the engine 11 is transmitted to the second input shaft 32 through the second clutch 22, and then transmitted to the second planetary carrier 72 and the second ring gear 74, and the second ring gear 74 then transmits the power to the second input shaft 32.
  • the power is transmitted to the second intermediate shaft 35, and then to the differential 50;
  • the first brake 41 is disengaged
  • the second brake 42 is disengaged
  • the second motor 13 drives the first sun gear 61
  • the first sun gear 61 passes through the first planetary gear 63
  • the first planet carrier 62 transmits a part of the power to the second ring gear 74; the other part of the power is transmitted from the first planet carrier 62 to the first ring gear 64, and then transmitted to the second planet carrier 72,
  • the second ring gear 74; the second ring gear 74 then transmits the power to the second intermediate shaft 35, and then to the differential 50;
  • the second clutch 22 is combined, and a part of the power of the engine 11 is transmitted to the second input shaft 32 through the second clutch 22, and then transmitted to the second planetary carrier 72 and the second ring gear 74, and the second ring gear 74 then transmits the power to the second input shaft 32.
  • the power is transmitted to the second intermediate shaft 35, and then to the differential 50;
  • the first motor 12 can also be used as a driving motor to participate in driving.
  • DCT gear shifting mode When switching gears, DCT gear shifting mode can be used, and gear shifting can also be realized through the regulation of the first motor 12 and/or the second motor 13.
  • the operability is extremely high, and the decoupling operation of gear shifting is easier.
  • both the first motor 12 and the second motor 13 can be used for energy recovery, specifically, both the first motor 12 and the second motor 13 can convert the kinetic energy of the vehicle sliding into electric energy and store it in power
  • the storage battery is used for driving the first motor 12 and/or the second motor 13 .
  • the above nine gears can adapt to various road conditions and meet the needs of different driving conditions.
  • the road conditions for each gear are as follows:
  • the pure electric first gear when the vehicle speed is in the range of 0-40km/h: when the output torque is small, the pure electric first gear can be used; when the SOC power is lower than the threshold, the series first gear can be used for charging driving; when the output is large torque, the parallel first gear can be used.
  • the pure electric second gear when the vehicle speed is in the range of 40-60km/h: when the output torque is small, the pure electric second gear can be used; when the SOC power is lower than the threshold, the series second gear can be used for charging driving; when the output torque is large, the parallel second gear can be used.
  • the power split mode can be used for driving; when the output torque is large, the parallel third gear can be used.
  • the parallel fourth gear can be used when the vehicle speed is in the range of 120-160km/h; when the output torque is small, the parallel fourth gear can be used; when the SOC power is lower than the threshold, the power split mode can be used for driving; when the output torque is large, the parallel third gear or parallel fourth gear can be used.
  • the power split mode can be used.
  • Each gear can realize pure electric mode, series mode, parallel mode and power split mode at an appropriate vehicle speed, realizing the multi-gear full mode of the dual-motor multi-gear hybrid power transmission system, and meeting the needs of different driving states .
  • gear positions and road conditions are not limited to the above-mentioned situation, and different gear allocation modes can be arranged for different road conditions according to fuel consumption and power, and the adaptive relationship between gear positions and road conditions is not limited here.
  • the dual-motor multi-gear hybrid power transmission system can realize multi-gear operation in pure electric mode, series mode, parallel mode and power split mode.
  • the first pure electric gear, the first gear in series, the first gear in parallel, the third gear in parallel, and the power split mode can be realized, totaling five gears.
  • the difference from the first embodiment is that the second brake 42 is cancelled, and the second sun gear 71 is sleeved on the first input shaft 31 .
  • the gears of pure electric second gear, serial second gear, parallel second gear and parallel fourth gear are reduced, and the power transmission paths of other gears remain unchanged.
  • the present application also proposes a vehicle (not shown), which includes a dual-motor multi-gear hybrid power transmission system.
  • a vehicle (not shown), which includes a dual-motor multi-gear hybrid power transmission system.
  • the dual-motor multi-gear hybrid power transmission system refer to the above-mentioned embodiments. Since this vehicle adopts the above-mentioned All the technical solutions of all the embodiments at least have all the functions brought about by the technical solutions of the above embodiments, and will not be repeated here.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
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Abstract

一种双电机多档位混合动力传动系统包括发动机（11）、第一电机（12）、第二电机（13）、第一离合器（21）、第二离合器（22）、第一行星排（60）、第二行星排（70）、第一输入轴（31）、第二输入轴（32）、第三输入轴（33）以及制动组件；第一输入轴通过第一离合器与发动机连接；第二输入轴通过第二离合器与发动机连接，第二输入轴空套于第一输入轴之外；第一电机与发动机连接；第二电机通过第三输入轴与第一行星排连接；制动组件被配置为对所述第一行星排和/或所述第二行星排进行制动。该传动系统可根据不同的驱动模式，灵活调整速比，在性能不降低的前提下满足经济性的优化，使发动机工作在最优工作点。还公开了一种包括该传动系统的车辆。

Description

双电机多档位混合动力传动系统和车辆
相关申请
本申请要求于2021年8月5号申请的、申请号为202110905044.9的中国专利申请的优先权，其全部内容通过引用结合于此。
技术领域
本申请涉及车辆技术领域，特别涉及一种双电机多档位混合动力传动系统和车辆。
背景技术
由于传统燃油车消耗不可再生资源，且造成的污染较严重，而目前的纯电动车在电池技术上存在瓶颈，故混合动力车辆以其实用性高、绿色环保等优点逐渐成为车辆发展的主流。混合动力就是指车辆使用汽油驱动和电力驱动两种驱动方式，其关键是混合动力系统，混合动力系统的性能直接关系到混合动力车辆整车性能。
目前常用的混合动力系统往往采用固定速比，但是固定速比使发动机不能工作在最佳经济点，动力传递性能局限性较大。
申请内容
本申请的主要目的是提供一种双电机多档位混合动力传动系统，旨在解决混合动力系统的固定速比问题，提高动力传递性能。
为实现上述目的，本申请提出的双电机多档位混合动力传动系统，包括发动机、第一电机、第二电机、第一离合器、第二离合器、第一行星排、第二行星排、第一输入轴、第二输入轴、第三输入轴以及制动组件；
所述第一输入轴通过所述第一离合器与所述发动机连接；
所述第二输入轴通过所述第二离合器与所述发动机连接，所述第二输入轴空套于所述第一输入轴之外；
所述第一电机与所述发动机连接；
所述第二电机通过所述第三输入轴与所述第一行星排连接；
所述制动组件被配置为对所述第一行星排和/或所述第二行星排进行制动。
在一实施方式中，所述第一行星排包括第一太阳轮、第一行星架、第一行星轮及第一齿圈，所述第二行星排包括第二太阳轮、第二行星架、第二行星轮及第二齿圈，所述第一行星架与所述第二齿圈连接，所述第二行星架与所述第一齿圈连接。
在一实施方式中，所述制动组件包括第一制动器，所述第一制动器与所述第二行星架连接。
在一实施方式中，所述制动组件包括第二制动器，所述第二制动器与所述第二太阳轮连接。
在一实施方式中，所述双电机多档位混合动力传动系统还包括第一中间轴，所述第一中间轴空套于所述第一输入轴之外，所述第二制动器通过所述第一中间轴与所述第二太阳轮连接。
在一实施方式中，所述双电机多档位混合动力传动系统还包括第二中间轴，所述第二中间轴与所述第二齿圈连接，被配置为进行动力的输出。
在一实施方式中，所述双电机多档位混合动力传动系统还包括差速器，所述差速器与所述第二中间轴连接。
在一实施方式中，所述双电机多档位混合动力传动系统还包括扭转减振器，所述扭转减振器设于所述发动机与所述第一发电机之间。
在一实施方式中，所述第一电机与所述第二电机均与动力蓄电池连接，所述双电机多档位混合动力传动系统具有以下任一种或多种工作模式：
纯电模式，所述第二电机作为驱动电机使用所述动力蓄电池的电能工作，所述发动机不工作，所述第一电机不工作；
串联模式，所述第二电机作为驱动电机使用所述动力蓄电池的电能工作，所述发动机带动作为发电机的所述第一电机对所述第二电机供电或在设定工况下对所述动力蓄电池进行充电；
并联模式，所述发动机在设定的经济工作点运行，所述第二电机根据当前动力需要或所述动力蓄电池电量的需要进行动力输出或对所述动力蓄电池充电，所述第一电机不工作；
功率分流模式，所述第二电机作为驱动电机使用所述动力蓄电池的电能工作，所述发动机工作，同时所述发动机带动作为发电机的所述第一电机发电以供所述第二电机使用；或
所述第二电机作为驱动电机使用所述动力蓄电池的电能工作，所述发动机工作，同时所述第一电机作为驱动电机使用所述动力蓄电池的电能工作。
本申请还提出一种车辆，包括所述的双电机多档位混合动力传动系统。
本申请的一个技术方案，采用双离合器连接套设在一起的两根输入轴，其中第一离合器通过第一输入轴与发动机连接，第二离合器通过第二输入轴与发动机连接，实现了发动机的动力在两根输入轴上的传递，进而向第一行星排和/或第二行星排的传递。第二电机与第一行星排的连接，实现了第二电机的动力向第一行星排的传递。进一步，通过制动组件控制动力在第一行星排和/或第二行星排的传递，同时发动机与第一电机连接以将发动机动力向第一电机传递，从而实现纯电模式、串联模式、并联模式以及功率分流模式等多种驱动模式。相较于现有的混合动力传动系统，解决了固定速比的问题。可根据不同的驱动模式，灵活的调整双电机多档位混合动力传动系统的速比，在性能不降低的前提下满足了经济性的优化，使发动机工作在最优工作点，一方面，提高了动力传递性能；另一方面，使得发动机工作更经济，提高了传动效率。另外，第一电机和第二电机均具有驱动能力，一方面，在降低第二电机性能的前提下，提高第一电机的性能，使成本降低；另一方面，双电机驱动模式下，发动机可灵活的进入串联为双电机提供能量，使车辆的驱动动力性更强。
附图说明
为了更清楚地说明本申请实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本申请的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图示出的结构获得其他的附图。
图1为本申请双电机多档位混合动力传动系统实施例一的结构示意图；
图2为本申请双电机多档位混合动力传动系统实施例二的结构示意图；
图3为图1中双电机多档位混合动力传动系统纯电一档时的动力路径图；
图4为图1中双电机多档位混合动力传动系统纯电二档时的动力路径图；
图5为图1中双电机多档位混合动力传动系统串联一档时的动力路径图；
图6为图1中双电机多档位混合动力传动系统串联二档时的动力路径图；
图7为图1中双电机多档位混合动力传动系统并联一档时的动力路径图；
图8为图1中双电机多档位混合动力传动系统并联二档时的动力路径图；
图9为图1中双电机多档位混合动力传动系统并联三档时的动力路径图；
图10为图1中双电机多档位混合动力传动系统并联四档时的动力路径图；
图11为图1中双电机多档位混合动力传动系统功率分流模式的动力路径图。
附图标号说明：
标号 名称 标号 名称
11 发动机 50 差速器
12 第一电机 60 第一行星排
13 第二电机 61 第一太阳轮
21 第一离合器 62 第一行星架
22 第二离合器 63 第一行星轮
31 第一输入轴 64 第一齿圈
32 第二输入轴 70 第二行星排
33 第三输入轴 71 第二太阳轮
34 第一中间轴 72 第二行星架
35 第二中间轴 73 第二行星轮
41 第一制动器 74 第二齿圈
42 第二制动器    
本申请目的的实现、功能特点及优点将结合实施例，参照附图做进一步说明。
具体实施方式
下面将结合本申请实施例中的附图，对本申请实施例中的技术方案进行 清楚、完整地描述，显然，所描述的实施例仅仅是本申请的一部分实施例，而不是全部的实施例。基于本申请中的实施例，本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其他实施例，都属于本申请保护的范围。
需要说明，本申请实施例中所有方向性指示(诸如上、下、左、右、前、后……)仅用于解释在某一特定姿态(如附图所示)下各部件之间的相对位置关系、运动情况等，如果该特定姿态发生改变时，则该方向性指示也相应地随之改变。
另外，在本申请中涉及“第一”、“第二”等的描述仅用于描述目的，而不能理解为指示或暗示其相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括至少一个该特征。另外，全文中的“和/或”包括三个方案，以A和/或B为例，包括A技术方案、B技术方案，以及A和B同时满足的技术方案；另外，各个实施例之间的技术方案可以相互结合，但是必须是以本领域普通技术人员能够实现为基础，当技术方案的结合出现相互矛盾或无法实现时应当认为这种技术方案的结合不存在，也不在本申请要求的保护范围之内。
近年来，混合动力车辆以其实用性高、绿色环保等优点逐渐成为车辆发展的主流。目前常用的混合动力系统往往采用固定速比，但是固定速比使发动机不能工作在最佳经济点，动力传递性能局限性较大。鉴于此，本申请提出一种双电机多档位混合动力传动系统。
请参照图1，在本申请实施例中，该双电机多档位混合动力传动系统包括发动机11、第一电机12、第二电机13、第一离合器21、第二离合器22、第一行星排60、第二行星排70、第一输入轴31、第二输入轴32、第三输入轴33以及制动组件；
第一输入轴31通过第一离合器21与发动机11连接，第二输入轴32通过第二离合器22与发动机11连接，第二输入轴32空套于第一输入轴31之外。具体地，第一输入轴31与第一离合器21的从动盘固定连接，第一离合器21的主动盘与发动机11的飞轮连接，第一离合器21与发动机11的结合可实现发动机11的动力在第一输入轴31上的传递，第一离合器21与发动机11的分离可实现发动机11的动力在第一输入轴31上的中断。第二输入轴32与第二离合器22的从动盘固定连接，第二离合器22的主动盘与发动机11的 飞轮连接，第二离合器22与发动机11的结合可实现发动机11的动力在第二输入轴32上的传递，第二离合器22与发动机11的分离可实现发动机11的动力在第二输入轴32上的中断。第一输入轴31与第二输入轴32采用同轴设置，第一输入轴31为实心轴，第二输入轴32为空心轴，第二输入轴32空套于第一输入轴31之外，二者能够发生相对转动。第一离合器21与第二离合器22为DCT双离合器，具体地可为干式DCT双离合器或湿式DCT双离合器；当然，第一离合器21和第二离合器22也可以是两个单离合器，具体地可为犬齿离合器或干式离合器。
第一电机12与发动机11连接，具体地，第一电机12的转子轴与发动机11飞轮的输出轴花键连接，被配置为将发动机11的动力向第一电机12传递。第一电机12可在发动机11的驱动下作为发电机进行发电，也可以实现驱动电机的驱动功能。
第二电机13通过第三输入轴33与第一行星排60连接，具体地，第二电机13可作为驱动电机实现驱动的功能，从而通过第三输入轴33将第二电机13的驱动动力传递至第一行星排60。
在一实施例中，还可在第一电机12与发动机11之间加入速比齿轮，以产生速阶比，为双电机多档位混合动力传动系统提供更多的档位，从而在发动机11与第一电机12选型选配时选择性更多。
第一电机12和第二电机13均具有驱动能力，在降低第二电机13性能的前提下，提高第一电机12的性能，如此使驱动的总体成本降低，双电机的驱动模式，使发动机11可灵活的进入驱动工作为双电机提供能量。
制动组件被配置为对第一行星排60和/或第二行星排70进行制动，具体地，制动组件与第一行星排60和/或第二行星排70连接，当制动组件与第一行星排60和/或第二行星排70连接时，可实现动力在第一行星排60和/或第二行星排70内的传递；当制动组件与第一行星排60和/或第二行星排70分离时，可中断动力在第一行星排60和/或第二行星排70内的传递。
本申请的一个技术方案，采用双离合器连接套设在一起的两根输入轴，其中第一离合器21通过第一输入轴31与发动机11连接，第二离合器22通过第二输入轴32与发动机11连接，实现了发动机11的动力在两根输入轴上的传递，进而向第一行星排60和/或第二行星排70的传递。第二电机13与第 一行星排60的连接，实现了第二电机13的动力向第一行星排60的传递。进一步，通过制动组件控制动力在第一行星排60和/或第二行星排70的传递，同时发动机11与第一电机12连接以将发动机11动力向第一电机12传递，从而实现纯电模式、串联模式、并联模式以及功率分流模式等多种驱动模式。相较于现有的混合动力传动系统，解决了固定速比的问题。可根据不同的驱动模式，灵活的调整双电机多档位混合动力传动系统的速比，在性能不降低的前提下满足了经济性的优化，使发动机11工作在最优工作点，一方面，提高了动力传递性能；另一方面，使得发动机11工作更经济，提高了传动效率。另外，第一电机12和第二电机13均具有驱动能力，一方面，在降低第二电机13性能的前提下，提高第一电机12的性能，使成本降低；另一方面，双电机驱动模式下，发动机11可灵活的进入串联为双电机提供能量，使车辆的驱动动力性更强。
请继续参照图1，进一步地，第一行星排60包括第一太阳轮61、第一行星架62、第一行星轮63及第一齿圈64，第二行星排70包括第二太阳轮71、第二行星架72、第二行星轮73及第二齿圈74。
具体地，第一太阳轮61通过第三输入轴33与第二电机13连接，第一行星架62与第二齿圈74连接，第一行星轮63固定于第一行星架62上，第一齿圈64与第二行星架72连接。第一行星排60与第二行星排70之间的连接，实现了动力在第一行星排60与第二行星排70之间的传递。第二太阳轮71、第二行星架72均与制动组件连接，第二行星排70与制动组件的连接，实现了制动组件对第二行星排70动力传递的控制，进一步实现了制动组件对第一行星排60动力传递的控制。制动组件对第一行星排60和/或第二行星排70中的动力传递的控制，可实现多档位的驱动模式，适应更多的实际工况，使双电机多档位混合动力传动系统的适用范围更广。
请继续参照图1，进一步地，制动组件包括第一制动器41，第一制动器41与第二行星架72连接。具体地，第一制动器41通过其摩擦片花键连接于第二输入轴32上，第一制动器41的钢片通过花键连接于变速器壳体上，第一制动器41的旋转部与第二行星架72连接。如此，通过控制第一制动器41与第二行星架72的结合或分离，以实现对第一行星排60内动力传递或中断的控制。
制动组件还包括第二制动器42，第二制动器42与第二太阳轮71连接。具体地，第二制动器42的钢片通过花键连接于变速器壳体上，双电机多档位混合动力传动系统还包括第一中间轴34，第一中间轴34空套于第一输入轴31之外，第二制动器42通过第一中间轴34与第二太阳轮71连接。如此，通过控制第二制动器42与第二太阳轮71的结合或分离，以实现对第二行星排70内动力传递或中断的控制。
请继续参照图1，进一步地，双电机多档位混合动力传动系统还包括第二中间轴35，第二中间轴35与第二齿圈74连接，被配置为进行动力的输出。双电机多档位混合动力传动系统还包括差速器50，差速器50与第二中间轴35连接。如此，发动机11和/或第一电机12和/或第二电机13的动力经过输入轴、行星排的传递后，通过第二齿圈74传递至第二中间轴35，然后传递至差速器50，再通过差速器50传递至半轴，最后输出至车轮，实现车辆的驱动。
进一步地，为降低传动系扭振固有频率，双电机多档位混合动力传动系统还包括扭转减振器(未示出)，扭转减振器设于发动机11与第一发电机之间。扭转减振器可降低发动机11曲轴与传动系接合部分的扭转刚度，从而降低传动系扭振固有频率；增加传动系扭转阻尼，抑制扭转共振相应的振幅，并衰减因冲击产生的瞬态扭振；控制动力传动总成怠速时离合器与变速器轴系的扭振，消除变速器怠速噪声和主减速器、变速器的扭振及噪声；还能缓和非稳定工况下传动系的扭转冲击载荷，改善离合器的接合平顺性。
请继续参照图1，第一电机12与第二电机13均与动力蓄电池(未示出)连接，双电机多档位混合动力传动系统具有以下任一种或多种工作模式：
纯电模式，第二电机13作为驱动电机使用动力蓄电池的电能工作，发动机11不工作，第一电机12不工作。
串联模式，第二电机13作为驱动电机使用动力蓄电池的电能工作，发动机11带动作为发电机的第一电机12对第二电机13供电或在设定工况下对动力蓄电池进行充电。设定工况可以是动力蓄电池电力不足的情况。
并联模式，发动机11在设定的经济工作点运行，第二电机13根据当前动力需要或动力蓄电池电量的需要进行动力输出或对动力蓄电池充电，第一电机12不工作。发动机11在设定的经济工作点运行，具体指的是发动机11在燃油消耗量低的工作点驱动，燃油消耗量根据发动机油耗图可以确定。
功率分流模式，第二电机13作为驱动电机使用动力蓄电池的电能工作，发动机11工作，同时发动机11带动作为发电机的第一电机12发电以供第二电机13使用；或
第二电机13作为驱动电机使用动力蓄电池的电能工作，发动机11工作，同时第一电机12作为驱动电机使用动力蓄电池的电能工作。
实施例一
具体地，双电机多档位混合动力传动系统在纯电模式、串联模式、并联模式及功率分流模式下，可实现多档位操作，在本实施例中，以纯电一档、纯电二档、串联一档、串联二档、并联一档、并联二档、并联三档、并联四档、功率分流模式，共计九个档位为例进行说明。
实施例一的工作状态如表1所示：
表1-双电机多档位混合动力传动系统实施例一的工作状态表
Figure PCTCN2021132140-appb-000001
图3至图11依次对应为纯电一档、纯电二档、串联一档、串联二档、并联一档、并联二档、并联三档、并联四档、功率分流模式时，双电机多档位混合动力传动系统的动力路径，各图中加粗线为动力路径。
请参照图3，本实施例中，纯电一档时，第一制动器41结合，第二行星架72被固定，第二电机13驱动第一太阳轮61，通过第一行星轮63、第一行星架62，将动力传递至第二齿圈74，第二齿圈74将动力传递至第二中间轴35，进而传递至差速器50。
请参照图4，本实施例中，纯电二档时，第二制动器42结合，第二太阳 轮71被固定，第二电机13驱动第一太阳轮61，通过第一行星轮63、第一行星架62将一部分的动力传递至第二齿圈74；另一部分动力由第一行星架62传递至第一齿圈64，再由第一齿圈64传递至第二行星架72、第二齿圈74；第二齿圈74再将动力传递至第二中间轴35，进而传递至差速器50。
请参照图5，本实施例中，串联一档时，第一制动器41结合，第二行星架72被固定，第二电机13驱动第一太阳轮61，通过第一行星轮63、第一行星架62，将动力传递至第二齿圈74，第二齿圈74将动力传递至第二中间轴35，进而传递至差速器50；发动机11工作，带动作为发电机的第一电机12发电，对动力蓄电池进行充电。
请参照图6，本实施例中，串联二档时，第二制动器42结合，第二太阳轮71被固定，第二电机13驱动第一太阳轮61，通过第一行星轮63、第一行星架62将一部分的动力传递至第二齿圈74；另一部分动力由第一行星架62传递至第一齿圈64，再由第一齿圈64传递至第二行星架72、第二齿圈74；第二齿圈74再将动力传递至第二中间轴35，进而传递至差速器50；发动机11工作，带动作为发电机的第一电机12发电，对动力蓄电池进行充电。
请参照图7，本实施例中，并联一档时，第一制动器41结合，第二行星架72被固定，第二电机13驱动第一太阳轮61，第一太阳轮61再通过第一行星轮63、第一行星架62，将动力传递至第二齿圈74，第二齿圈74将动力传递至第二中间轴35，进而传递至差速器50；
同时，第一离合器21结合，发动机11通过第一离合器21将动力传递至第一输入轴31，进而传递至第一太阳轮61第一太阳轮61再通过第一行星轮63、第一行星架62，将动力传递至第二齿圈74，第二齿圈74将动力传递至第二中间轴35，进而传递至差速器50。
请参照图8，本实施例中，并联二档，第二制动器42结合，第二太阳轮71被固定，第二电机13驱动第一太阳轮61，第一太阳轮61再通过第一行星轮63、第一行星架62，将一部分动力传递至第二齿圈74；另一部分动力由第一行星架62传递至第一齿圈64，再由第一齿圈64传递至第二行星架72、第二齿圈74；第二齿圈74再将动力传递至第二中间轴35，进而传递至差速器50；
同时，第一离合器21结合，发动机11通过第一离合器21将动力传递至 第一输入轴31，进而传递至第一太阳轮61，第一太阳轮61再通过第一行星轮63、第一行星架62，将一部分动力传递至第二齿圈74；另一部分动力由第一行星架62传递至第一齿圈64，再由第一齿圈64传递至第二行星架72、第二齿圈74；第二齿圈74再将动力传递至第二中间轴35，进而传递至差速器50。
请参照图9，本实施例中，并联三档，第一制动器41分离，第二制动器42分离，第二电机13驱动第一太阳轮61，第一太阳轮61再通过第一行星轮63、第一行星架62，将一部分动力传递至第二齿圈74；另一部分动力由第一行星架62传递至第一齿圈64，再由第一齿圈64传递至第二行星架72、第二齿圈74；第二齿圈74再将动力传递至第二中间轴35，进而传递至差速器50；
同时，第一离合器21结合，发动机11通过第一离合器21将动力传递至第一输入轴31，进而传递至第一太阳轮61，第一太阳轮61再通过第一行星轮63、第一行星架62，将一部分动力传递至第二齿圈74；另一部分动力由第一行星架62传递至第一齿圈64，再由第一齿圈64传递至第二行星架72、第二齿圈74；第二齿圈74再将动力传递至第二中间轴35，进而传递至差速器50；
同时，第二离合器22结合，发动机11通过第二离合器22将动力传递至第二输入轴32，进而传递至第二行星架72、第二齿圈74，第二齿圈74再将动力传递至第二中间轴35，进而传递至差速器50。
请参照图10，本实施例中，并联四档，第二制动器42结合，第二太阳轮71被固定，第二电机13驱动第一太阳轮61，第一太阳轮61再通过第一行星轮63、第一行星架62，将一部分动力传递至第二齿圈74；另一部分动力由第一行星架62传递至第一齿圈64，再由第一齿圈64传递至第二行星架72、第二齿圈74；第二齿圈74再将动力传递至第二中间轴35，进而传递至差速器50；
同时，第二离合器22结合，发动机11的一部分动力通过第二离合器22将动力传递至第二输入轴32，进而传递至第二行星架72、第二齿圈74，第二齿圈74再将动力传递至第二中间轴35，进而传递至差速器50；
同时，发动机11的另一部分动力带动作为发电机的第一电机12发电，对动力蓄电池进行充电。
请参照图11，本实施例中，功率分流模式，第一制动器41分离，第二制动器42分离，第二电机13驱动第一太阳轮61，第一太阳轮61再通过第一行星轮63、第一行星架62，将一部分动力传递至第二齿圈74；另一部分动力由第一行星架62传递至第一齿圈64，再由第一齿圈64传递至第二行星架72、第二齿圈74；第二齿圈74再将动力传递至第二中间轴35，进而传递至差速器50；
同时，第二离合器22结合，发动机11的一部分动力通过第二离合器22将动力传递至第二输入轴32，进而传递至第二行星架72、第二齿圈74，第二齿圈74再将动力传递至第二中间轴35，进而传递至差速器50；
同时，发动机11的另一部分动力带动作为发电机的第一电机12发电，并提供给第二电机13，以供第二电机13驱动使用；
同时，第一电机12还可作为驱动电机参与驱动。
在各个档位切换时，既可以使用DCT换档模式进行，也可以通过第一电机12和/或第二电机13调控实现换档，可操作性极高，使换档解耦操作更简便。
在各个模式及档位下，第一电机12和第二电机13均可以用于能量回收，具体地，第一电机12和第二电机13均可将车辆滑行的动能转换成电能并存入动力蓄电池中，以供第一电机12和/或第二电机13驱动时使用。
以上九个档位可适应多种路况，满足了不同行驶状态的需求。各个档位适应的路况如下：
当车速在0-40km/h区间：输出小扭矩时，可使用纯电一档，当SOC电量低于阈值，可使用串联一档充电行车；输出大扭矩时，可使用并联一档。
当车速在40-60km/h区间：输出小扭矩时，可使用纯电二档，当SOC电量低于阈值，可使用串联二档充电行车；输出大扭矩时，可使用并联二档。
当车速在60-120km/h区间：输出小扭矩时，可使用功率分流模式行车；输出大扭矩时，可使用并联三档。
当车速在120-160km/h区间：输出小扭矩时，可使用并联四档，当SOC电量低于阈值，可使用功率分流模式行车；输出大扭矩时，可使用并联三档或并联四档。
当车速在160-max km/h区间：输出小/大扭矩时，可使用功率分流模式。
各个档位在适当的车速时均可实现纯电模式、串联模式、并联模式及功率分流模式，实现了双电机多档位混合动力传动系统的多档位全模式，满足了不同行驶状态的需求。
当然，档位与路况的适应关系并不局限于上述情况，可以根据油耗和动力，对不同的路况安排不同的档位分配模式，在此不对档位与路况的适应关系作限制。
实施例二
请参照图2，双电机多档位混合动力传动系统在纯电模式、串联模式、并联模式及功率分流模式下，可实现多档位操作。在本实施例中，可实现纯电一档、串联一档、并联一档、并联三档、功率分流模式，共计五个档位。
其与实施例一的区别之处在于，第二制动器42取消，第二太阳轮71空套于第一输入轴31。减少了纯电二档、串联二档、并联二档及并联四档的档位，其他档位的动力传动路径不变。
本实施例中的其他特征与实施例一中的特征相同，在此不再进行赘述。
本申请还提出一种车辆(未示出)，该车辆包括双电机多档位混合动力传动系统，该双电机多档位混合动力传动系统的具体结构参照上述实施例，由于本车辆采用了上述所有实施例的全部技术方案，因此至少具有上述实施例的技术方案所带来的所有功能，在此不再一一赘述。
以上所述仅为本申请的可选实施例，并非因此限制本申请的专利范围，凡是在本申请的发明构思下，利用本申请说明书及附图内容所作的等效结构变换，或直接/间接运用在其他相关的技术领域均包括在本申请的专利保护范围内。

Claims (10)

  1. 一种双电机多档位混合动力传动系统，包括发动机、第一电机、第二电机、第一离合器、第二离合器、第一行星排、第二行星排、第一输入轴、第二输入轴、第三输入轴以及制动组件；
    所述第一输入轴通过所述第一离合器与所述发动机连接；
    所述第二输入轴通过所述第二离合器与所述发动机连接，所述第二输入轴空套于所述第一输入轴之外；
    所述第一电机与所述发动机连接；
    所述第二电机通过所述第三输入轴与所述第一行星排连接；
    所述制动组件被配置为对所述第一行星排和/或所述第二行星排进行制动。
  2. 如权利要求1所述的双电机多档位混合动力传动系统，其中，所述第一行星排包括第一太阳轮、第一行星架、第一行星轮及第一齿圈，所述第二行星排包括第二太阳轮、第二行星架、第二行星轮及第二齿圈，所述第一行星架与所述第二齿圈连接，所述第二行星架与所述第一齿圈连接。
  3. 如权利要求2所述的双电机多档位混合动力传动系统，其中，所述制动组件包括第一制动器，所述第一制动器与所述第二行星架连接。
  4. 如权利要求2所述的双电机多档位混合动力传动系统，其中，所述制动组件包括第二制动器，所述第二制动器与所述第二太阳轮连接。
  5. 如权利要求4所述的双电机多档位混合动力传动系统，其中，所述双电机多档位混合动力传动系统还包括第一中间轴，所述第一中间轴空套于所述第一输入轴之外，所述第二制动器通过所述第一中间轴与所述第二太阳轮连接。
  6. 如权利要求2所述的双电机多档位混合动力传动系统，其中，所述双 电机多档位混合动力传动系统还包括第二中间轴，所述第二中间轴与所述第二齿圈连接，被配置为进行动力的输出。
  7. 如权利要求6所述的双电机多档位混合动力传动系统，其中，所述双电机多档位混合动力传动系统还包括差速器，所述差速器与所述第二中间轴连接。
  8. 如权利要求1所述的双电机多档位混合动力传动系统，其中，所述双电机多档位混合动力传动系统还包括扭转减振器，所述扭转减振器设于所述发动机与所述第一发电机之间。
  9. 如权利要求1所述的双电机多档位混合动力传动系统，其中，所述第一电机与所述第二电机均与动力蓄电池连接，所述双电机多档位混合动力传动系统具有以下任一种或多种工作模式：
    纯电模式，所述第二电机作为驱动电机使用所述动力蓄电池的电能工作，所述发动机不工作，所述第一电机不工作；
    串联模式，所述第二电机作为驱动电机使用所述动力蓄电池的电能工作，所述发动机带动作为发电机的所述第一电机对所述第二电机供电或在设定工况下对所述动力蓄电池进行充电；
    并联模式，所述发动机在设定的经济工作点运行，所述第二电机根据当前动力需要或所述动力蓄电池电量的需要进行动力输出或对所述动力蓄电池充电，所述第一电机不工作；
    功率分流模式，所述第二电机作为驱动电机使用所述动力蓄电池的电能工作，所述发动机工作，同时所述发动机带动作为发电机的所述第一电机发电以供所述第二电机使用；或
    所述第二电机作为驱动电机使用所述动力蓄电池的电能工作，所述发动机工作，同时所述第一电机作为驱动电机使用所述动力蓄电池的电能工作。
  10. 一种车辆，其中，所述车辆包括如权利要求1至9任一项所述的双电机多档位混合动力传动系统。
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