Hybrid variable-speed driving system and automobile
Through the nonlinear arrangement and the design of the internal meshing gear set, the structural compactness of the hybrid variable speed drive system and the working efficiency of the engine are optimized, and the problem of insufficient system in the prior art is solved, achieving more efficient energy utilization and better NVH performance.
Patent Information
- Application Number
- CN202421423626.9
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-06-20
- Publication Date
- 2025-03-21
- Estimated Expiration
- 2034-06-20
AI Technical Summary
In the prior art, the hybrid variable speed drive system of automobiles has the problem of insufficient structure, which leads to a large space occupancy.
The nonlinear arrangement of power supply devices, power transmission devices and power output devices is adopted to reduce the radial dimensions between the gears through the internally meshed gear set and optimized in the integrated clutch setting and differential use.
The axial size of the hybrid variable speed drive system is reduced, and the structure is more compact. The engine can operate in the optimal working speed range, which improves operating efficiency and reduces fuel consumption and noise, vibration and acoustic and vibrating roughness (NVH) performance.
Smart Images
Figure CN222645792U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of hybrid power, in particular to a hybrid variable speed drive system and a car. Background Art
[0002] Traditional fuel vehicles usually use oil as an energy source. With the scarcity of resources and the environmental pollution caused by automobile exhaust emissions, the country's restrictions on automobile exhaust emissions have become increasingly strict. Therefore, many automakers are gradually turning to low-emission, low-fuel-consumption new energy vehicles. However, pure electric vehicles among new energy vehicles have problems that are difficult to solve in the short term, such as high vehicle cost, long charging time, and unstable battery life. As a type of new energy vehicle, hybrid vehicles have the advantages of both traditional fuel vehicles and pure electric vehicles. Therefore, hybrid vehicles are increasingly favored by major automakers and consumers.
[0003] The gearbox of a hybrid vehicle generally includes an engine, a generator and a drive motor, and the hybrid gearbox of the prior art generally includes an extended-range gearbox and a planetary hybrid gearbox. Figure 1 As shown, the engine 11, generator 12, battery 13 and drive motor 14 in the extended-range transmission are arranged linearly. The engine 11 and the generator 12 transmit energy, and the drive motor 14 is responsible for driving the vehicle wheels 15. However, this arrangement has a larger axial arrangement space, resulting in a larger space occupied by the entire transmission. Figure 2 As shown, the engine 21 and the generator 22 in the planetary hybrid transmission are respectively connected to the planetary gear train 23, and the power is transmitted between the planetary gear train 23 and the vehicle wheels. By adjusting the power generated by the generator 22, the speed transmitted to the vehicle wheels can be adjusted, and the drive motor 24 can convert the electrical energy transmitted by the battery 25 into mechanical energy and transmit it to the vehicle wheels 26. However, the gears in the hybrid transmission in the prior art are all external gears, and the gear set meshed with external teeth occupies a large space, resulting in a limited size of the motor.
[0004] Therefore, the hybrid transmission drive system of the automobile in the prior art has the problem of not being compact enough in structure. Utility Model Content
[0005] The utility model aims to solve the problem that the hybrid transmission drive system of an automobile in the prior art has a structure that is not compact enough.
[0006] To solve the above problems, an embodiment of the utility model provides a hybrid variable speed drive system, including a power supply device, a power transmission device and a power output device. The power supply device includes an engine, a first motor and a second motor. The power transmission device includes a first input gear set, a second input gear set and an output gear drivingly connected to the power output device.
[0007] The first input gear set includes a first gear and a second gear meshing with each other, and one of the first gear and the second gear is set as an external gear and the other is set as an internal gear. The second input gear set includes a third gear and a fourth gear meshing with each other. The output end of the engine is connected to the first gear through the first transmission shaft, the second gear is connected to the input end of the first motor through the second transmission shaft, and the output end of the first motor is connected to one side of the output gear through the third transmission shaft. In addition, a clutch is provided on the third transmission shaft. The second motor is connected to the third gear through the fourth transmission shaft, and the fourth gear is connected to the other side of the output gear through the fifth transmission shaft.
[0008] By adopting the above technical solution, the components of the hybrid variable speed drive system are not arranged linearly, so the first motor and the second motor, as well as the first motor and the power output device can be arranged to overlap in the direction perpendicular to the transmission shaft, so as to reduce the axial size of the hybrid variable speed drive system and make its structure more compact. One of the first gear and the second gear is set as an external gear, and the other is set as an internal gear, so the first gear and the second gear are matched and driven by internal meshing, that is, the external gear in the first gear and the second gear is set inside the internal gear. Compared with the external meshing transmission method between two external gears, the internal meshing matching method in the utility model can greatly reduce the radial size between the gears, thereby making the structure of the hybrid variable speed drive system more compact.
[0009] In addition, in the hybrid transmission drive system, the engine transmits power to the first motor through the first input gear set, so that the first motor converts the power of the engine into electric energy for power generation, and increases the output torque of the engine through the first input gear set, so that the first motor has a higher power generation capacity. The output end of the first motor is connected to the output gear through the third transmission shaft, and a clutch is arranged on the third transmission shaft. When the clutch is in a coupled state, the first motor can transmit power to the output gear through the third transmission shaft, and finally transmit it to the wheels on both sides of the car through the output gear and the power output device. At this time, the first motor generates power through the engine while driving the output gear to rotate through the third transmission shaft. When the clutch is in a disengaged state, the third transmission shaft is in a disconnected state. At this time, the first motor cannot transmit power to the output gear, that is, the first motor only generates power through the engine. That is to say, when the clutch is in a coupled state, the energy transmitted by the engine to the first motor will be converted into electric energy, and the first motor can drive the output gear to rotate through the third transmission shaft, and the excess energy transmitted by the engine to the first motor will be converted into electric energy for storage, so when the car is in different gear states, there is no need to adjust the engine speed so that the engine works in the optimal working speed range. When the clutch is in a disengaged state, the energy transmitted from the engine to the first motor will be converted into electrical energy and stored, so there is no need to adjust the engine speed so that the engine operates in the optimal operating speed range. Therefore, whether the clutch of the hybrid variable speed drive system is in a coupled or disengaged state, that is, when the first motor transmits power to the output gear or does not transmit power to the output gear, the engine can operate in the optimal operating speed range, and compared with other operating speed ranges, the engine operating in the optimal speed range has higher operating efficiency, lower fuel consumption, and better NVH (noise, vibration and harshness) performance. The second motor transmits power to the output gear through the second input gear set, and finally transmits power to the wheels on both sides of the car through the output gear and the power output device. In addition, the second motor can also recover the energy transmitted to the power output device through the wheels on both sides of the car, and transmitted back to the second motor through the power output device and the output gear, thereby reducing the energy loss of the system.
[0010] According to another specific embodiment of the present invention, the embodiment of the present invention discloses a hybrid variable speed drive system, which further includes a battery, and the battery is electrically connected to the first motor and the second motor respectively.
[0011] By adopting the above technical solution, the battery can supply energy to the hybrid variable speed drive system through the motor, and can also facilitate the storage of excess electrical energy generated by the first motor and energy recovered by the second motor, thereby improving the energy utilization rate of the hybrid variable speed drive system.
[0012] According to another specific embodiment of the present invention, the embodiment of the present invention discloses a hybrid transmission drive system, wherein the first gear is configured as an external gear, and the second gear is configured as an internal gear. The first gear is located inside the second gear, and the external teeth of the first gear mesh with the internal teeth of the second gear.
[0013] According to another specific embodiment of the present utility model, the embodiment of the present utility model discloses a hybrid transmission drive system, a shock absorber is arranged on the first transmission shaft, and the input end of the shock absorber is transmission-connected to the output end of the engine, and the output end of the shock absorber is transmission-connected to the first gear.
[0014] By adopting the above technical solution, the setting of the shock absorber can play a vibration reduction role on the power output by the engine through the first transmission shaft, thereby reducing the NVH performance of the hybrid transmission drive system.
[0015] According to another specific embodiment of the utility model, the embodiment of the utility model discloses a hybrid variable speed drive system, wherein the axes of the first transmission shaft, the second transmission shaft and the fourth transmission shaft are arranged in parallel, and the axes of the second transmission shaft, the third transmission shaft and the fifth transmission shaft are located on the same straight line. Furthermore, the third transmission shaft and the fifth transmission shaft are arranged as the same transmission shaft.
[0016] By adopting the above technical solution, this arrangement can make the arrangement of various components in the same orientation, thereby facilitating the compact arrangement of various components in the hybrid transmission drive system.
[0017] According to another specific embodiment of the utility model, the embodiment of the utility model discloses a hybrid transmission drive system, in which, along a direction perpendicular to the axis of each transmission shaft, the fourth transmission shaft and the fifth transmission shaft at least partially overlap, the third transmission shaft and the power output device at least partially overlap, and the first motor and the second motor at least partially overlap.
[0018] By adopting the above technical solution, this arrangement greatly reduces the axial dimension of the hybrid variable speed drive system, thereby making the layout of the hybrid variable speed drive system more compact.
[0019] According to another specific embodiment of the present utility model, the embodiment of the present utility model discloses a hybrid variable speed drive system, in which the clutch is integrated at the output end of the first motor.
[0020] By adopting the above technical solution, the clutch is integrated on the first motor, which can greatly reduce the space occupied by the clutch, thereby reducing the space occupied by the hybrid transmission drive system and making its layout more compact.
[0021] According to another specific embodiment of the utility model, the embodiment of the utility model discloses a hybrid variable speed drive system, the power output device includes a differential, and the output gear is meshed with the differential gear of the differential. In addition, both sides of the output end of the differential are respectively connected to the wheels on both sides of the car through two half shafts.
[0022] By adopting the above technical solution, the power transmitted by the output gear is transmitted to the two half-axles connecting the wheels on both sides of the car through the differential, which can meet the requirement of different rotation speeds of the wheels on both sides when the car turns.
[0023] An embodiment of the utility model further provides a car, comprising any one of the above-mentioned hybrid variable speed drive systems.
[0024] By adopting the above technical solution, the components of the hybrid variable speed drive system of the automobile are not arranged linearly, so the first motor and the second motor, as well as the first motor and the power output device can be overlapped in the direction perpendicular to the transmission shaft, so as to reduce the axial size of the hybrid variable speed drive system and make its structure more compact. The first gear and the second gear are matched and transmitted by internal meshing, so the radial size between the gears can be greatly reduced, thereby making the structure of the hybrid variable speed drive system of the automobile more compact. In addition, the engine transmits power to the first motor through the first input gear set, so that the first motor converts the power of the engine into electric energy for power generation. A clutch is arranged on the third transmission shaft between the first motor and the output gear. When the clutch is in the engaged state, the first motor generates power through the engine while driving the output gear to rotate through the third transmission shaft. When the clutch is in the disengaged state, the first motor does not transmit power to the output gear, that is, the first motor only generates power through the engine. That is to say, when the clutch is in the engaged state, the energy transmitted by the engine to the first motor will be converted into electrical energy, and the first motor can drive the output gear to rotate through the third transmission shaft, and the excess energy transmitted by the engine to the first motor will be converted into electrical energy and stored, so when the car is in different gear states, there is no need to adjust the engine speed so that the engine works in the optimal working speed range. When the clutch is in the disengaged state, the energy transmitted by the engine to the first motor will be converted into electrical energy and stored, so there is no need to adjust the engine speed so that the engine works in the optimal working speed range. Therefore, whether the clutch of the hybrid transmission drive system is in the engaged or disengaged state, that is, the first motor transmits power to the output gear or does not transmit power to the output gear, the engine can work in the optimal working speed range, and compared with other working speed ranges, the engine working in the optimal speed range has higher operating efficiency, lower fuel consumption, and better NVH performance. The second motor transmits power to the output gear through the second input gear set, and finally transmits the power to the wheels on both sides of the car through the output gear and the power output device. In addition, the second motor can also recover the energy transmitted to the power output device through the wheels on both sides of the car, and transmitted back to the second motor through the power output device and the output gear, thereby reducing the energy loss of the system.
[0025] The beneficial effects of the utility model are:
[0026] The hybrid variable speed drive system provided by the utility model includes a power supply device, a power transmission device and a power output device. Among them, the power supply device includes an engine, a first motor and a second motor. The power transmission device includes a first input gear set, a second input gear set and an output gear connected to the power output device. In the hybrid variable speed drive system, the components are not arranged linearly, so the first motor and the second motor, as well as the first motor and the power output device can be overlapped in the direction perpendicular to the transmission shaft to reduce the axial size of the hybrid variable speed drive system and make its structure more compact. One of the first gear and the second gear is set as an external gear, and the other is set as an internal gear, so the first gear and the second gear are matched and driven by internal meshing, that is, the external gear in the first gear and the second gear is set inside the internal gear. Compared with the external meshing transmission mode between two external gears, the internal meshing matching mode in the utility model can greatly reduce the radial size between the gears, thereby making the structure of the hybrid variable speed drive system more compact.
[0027] Furthermore, the engine transmits power to the first motor through the first input gear set, so that the first motor converts the power of the engine into electric energy for power generation, and increases the output torque of the engine through the first input gear set, so that the first motor has a higher power generation capacity. The output end of the first motor is connected to the output gear through the third transmission shaft, and a clutch is arranged on the third transmission shaft. When the clutch is in the engaged state, the third transmission shaft is in the connected state, and the first motor can transmit power to the output gear through the third transmission shaft, and finally transmit it to the wheels on both sides of the car through the output gear and the power output device. At this time, the first motor generates electricity through the engine while driving the output gear to rotate through the third transmission shaft. When the clutch is in the disengaged state, the third transmission shaft is in the disconnected state, and at this time, the first motor does not transmit power to the output gear, that is, the first motor only generates electricity through the engine. That is to say, when the clutch is in the engaged state, the energy transmitted by the engine to the first motor will be converted into electric energy, and the first motor can drive the output gear to rotate through the third transmission shaft, and the excess energy transmitted by the engine to the first motor will be converted into electric energy and stored, so when the car is in different gear states, there is no need to adjust the engine speed so that the engine works in the optimal working speed range. When the clutch is in a disengaged state, the energy transmitted from the engine to the first motor will be converted into electrical energy and stored, so there is no need to adjust the engine speed so that the engine operates in the optimal operating speed range. Therefore, whether the clutch of the hybrid variable speed drive system is in an engaged or disengaged state, that is, when the first motor transmits power to the output gear or does not transmit power to the output gear, the engine can operate in the optimal operating speed range, and compared with other operating speed ranges, the engine operating in the optimal speed range has higher operating efficiency, lower fuel consumption, and better NVH performance. The second motor transmits power to the output gear through the second input gear set, and finally transmits power to the wheels on both sides of the car through the output gear and the power output device. In addition, the second motor can also recover the energy transmitted to the power output device through the wheels on both sides of the car, and transmit it back to the second motor through the power output device and the output gear, thereby reducing the energy loss of the system.
[0028] Other features and corresponding beneficial effects of the utility model are described in the latter part of the specification, and it should be understood that at least part of the beneficial effects become obvious from the records in the specification of the utility model. BRIEF DESCRIPTION OF THE DRAWINGS
[0029] Figure 1 It is a schematic diagram of a drive system in a range-extended transmission in the prior art;
[0030] Figure 2 A schematic diagram of a drive system in a planetary hybrid transmission in the prior art;
[0031] Figure 3 A schematic diagram of a hybrid variable speed drive system provided in Example 1 of the utility model;
[0032] Figure 4 A schematic diagram of power flow when the clutch of the hybrid speed-changing drive system provided by Embodiment 1 of the utility model is in a coupled state;
[0033] Figure 5 A schematic diagram of power flow when the clutch of the hybrid speed-changing drive system provided in Example 1 of the utility model is in a disengaged state;
[0034] Figure 6 A schematic diagram of power flow when the second motor of the hybrid variable speed drive system provided in Example 1 of the utility model recovers energy.
[0035] Description of reference numerals:
[0036] Prior art 1
[0037] 11: Engine; 12: Generator; 13: Battery; 14: Drive motor; 15: Vehicle wheels.
[0038] Prior art 2
[0039] 21: Engine; 22: Generator; 23: Planetary gear train; 24: Drive motor; 25: Battery; 26: Vehicle wheels.
[0040] This application
[0041] 110: engine; 120: first motor; 130: second motor;
[0042] 210: first input gear set; 211: first gear; 212: second gear;
[0043] 220: second input gear set; 221: third gear; 222: fourth gear;
[0044] 230: output gear;
[0045] 310: first transmission shaft; 320: second transmission shaft; 330: third transmission shaft; 340: fourth transmission shaft; 350: fifth transmission shaft;
[0046] 40: Clutch;
[0047] 50: Battery;
[0048] 60: shock absorber;
[0049] 70: power output device; 710: differential; 711: differential gear; 720: half shaft. DETAILED DESCRIPTION
[0050] The following is an explanation of the implementation of the present invention by specific specific embodiments. Those skilled in the art can easily understand other advantages and functions of the present invention from the contents disclosed in this specification. Although the description of the present invention will be introduced in conjunction with the preferred embodiment, this does not mean that the features of this utility model are limited to this implementation. On the contrary, the purpose of introducing the utility model in conjunction with the implementation is to cover other options or modifications that may be extended based on the claims of the present invention. In order to provide a deep understanding of the present invention, the following description will include many specific details. The present invention can also be implemented without using these details. In addition, in order to avoid confusion or blurring the focus of the present invention, some specific details will be omitted in the description. It should be noted that, in the absence of conflict, the embodiments in the present invention and the features in the embodiments can be combined with each other.
[0051] It should be noted that in this specification, similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, it does not need to be further defined and explained in the subsequent drawings.
[0052] In the description of this embodiment, it should be noted that the terms "upper", "lower", "inner", "bottom", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, or are the orientations or positional relationships in which the utility model product is usually placed when in use. They are only for the convenience of describing the utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the utility model.
[0053] The terms “first”, “second”, etc. are only used for distinguishing descriptions and should not be understood as indicating or implying relative importance.
[0054] In the description of this embodiment, it is also necessary to explain that, unless otherwise clearly specified and limited, the terms "set", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in this embodiment can be understood according to specific circumstances.
[0055] In order to make the purpose, technical solution and advantages of the present invention more clear, the implementation mode of the present invention will be further described in detail below with reference to the accompanying drawings.
[0056] Example 1
[0057] This embodiment provides a hybrid variable speed drive system, such as Figure 3 As shown, it includes a power supply device, a power transmission device and a power output device 70. The power supply device includes an engine 110, a first motor 120 and a second motor 130. The power transmission device includes a first input gear set 210, a second input gear set 220 and an output gear 230 drivingly connected to the power output device 70.
[0058] The first input gear set 210 includes a first gear 211 and a second gear 212 meshing with each other, and one of the first gear 211 and the second gear 212 is set as an external gear, and the other is set as an internal gear. Specifically, the first gear 211 can be set as an external gear and the second gear 212 can be set as an internal gear; or the first gear 211 can be set as an internal gear and the second gear 212 can be set as an external gear. The specific setting can be based on actual design and use requirements. Figure 3 As shown, in this embodiment, the first gear 211 is configured as an external gear, and the second gear 212 is configured as an internal gear. In addition, the first gear 211 is located inside the second gear 212, and the external teeth of the first gear 211 mesh with the internal teeth of the second gear 212.
[0059] The second input gear set 220 includes a third gear 221 and a fourth gear 222 meshing with each other. The output end of the engine 110 is connected to the first gear 211 through the first transmission shaft 310, the second gear 212 is connected to the input end of the first motor 120 through the second transmission shaft 320, and the output end of the first motor 120 is connected to one side of the output gear 230 through the third transmission shaft 330. In addition, a clutch 40 is provided on the third transmission shaft 330. The second motor 130 is connected to the third gear 221 through the fourth transmission shaft 340, and the fourth gear 222 is connected to the other side of the output gear 230 through the fifth transmission shaft 350. Specifically, the output end of the engine 110 and the first transmission shaft 310, the first transmission shaft 310 and the first gear 211, the second transmission shaft 320 and the second gear 212, the output end of the first motor 120 and the third transmission shaft 330, the third transmission shaft 330 and the output gear 230, the second motor 130 and the fourth transmission shaft 340, the fourth transmission shaft 340 and the third gear 221, the fourth gear 222 and the fifth transmission shaft 350, and the fifth transmission shaft 350 and the output gear 230 are all fixedly connected. In addition, the axes of the transmission shafts may be arranged in parallel or not in parallel. Preferably, in order to make the arrangement of the components in the same orientation, so as to facilitate the compact arrangement of the components in the hybrid transmission drive system, in this embodiment, the axes of the first transmission shaft 310, the second transmission shaft 320 and the fourth transmission shaft 340 are arranged in parallel, and the axes of the second transmission shaft 320, the third transmission shaft 330 and the fifth transmission shaft 350 are located on the same straight line. Furthermore, the third transmission shaft 330 and the fifth transmission shaft 350 are configured as the same transmission shaft.
[0060] More specifically, in order to further reduce the axial dimension of the hybrid variable speed drive system, the layout of the hybrid variable speed drive system is made more compact. Figure 3 As shown, along the direction perpendicular to the axis of each transmission shaft, the fourth transmission shaft 340 and the fifth transmission shaft 350 at least partially overlap, the third transmission shaft 330 and the power output device 70 at least partially overlap, and the first motor 120 and the second motor 130 at least partially overlap. In addition, along the direction perpendicular to the axis of each transmission shaft, the fourth transmission shaft 340 and the fifth transmission shaft 350, the third transmission shaft 330 and the power output device 70, and the first motor 120 and the second motor 130 can be completely overlapped or partially overlapped, respectively, which can be set according to actual design and use requirements, and this embodiment does not specifically limit this.
[0061] More specifically, the clutch 40 can be arranged at the middle position of the third transmission shaft 330, or at the end of the third transmission shaft 330. Preferably, in this embodiment, the clutch 40 is arranged at the end of the third transmission shaft 330 close to the first motor 120, and in order to reduce the space occupied by the clutch 40, the space occupied by the hybrid transmission drive system is reduced, making the layout more compact. In this embodiment, the clutch 40 is integrated at the output end of the first motor 120. And in order to further reduce the space occupied by the clutch 40, the clutch 40 in this embodiment can be integrated inside the output end of the first motor 120.
[0062] More specifically, the clutch 40 can be an electronically controlled clutch 40, a hydraulic clutch 40, etc., and the engagement and disengagement of the clutch 40 can be manually controlled by a control switch provided on a vehicle pedal, a gear lever, etc., or automatically controlled by a control unit, and the control unit is integrated on the vehicle's onboard computer. This part of the technical content can refer to the prior art and will not be repeated here.
[0063] It should be noted that in the hybrid transmission drive system, the components are not arranged linearly, so in the direction perpendicular to the transmission shaft, the first motor 120 and the second motor 130, as well as the first motor 120 and the power output device 70 can be arranged to overlap, so as to reduce the axial size of the hybrid transmission drive system and make its structure more compact. The first gear 211 and the second gear 212 are matched and driven by internal meshing, that is, the external gears in the first gear 211 and the second gear 212 are arranged inside the internal gears. Compared with the external meshing transmission method between two external gears, the internal meshing method in the utility model can greatly reduce the radial size between the gears, thereby making the structure of the hybrid transmission drive system more compact.
[0064] Furthermore, in the hybrid transmission drive system, the engine 110 transmits power to the first motor 120 through the first input gear set 210, so that the first motor 120 converts the power of the engine 110 into electric energy for power generation, and increases the output torque of the engine 110 through the first input gear set 210, so that the first motor 120 has a higher power generation capacity. The output end of the first motor 120 is connected to the output gear 230 through the third transmission shaft 330, and the third transmission shaft 330 is provided with a clutch 40. Figure 4 As shown, Figure 4The direction of the arrow in the middle is the direction of power flow. When the clutch 40 is in the engaged state, the first motor 120 can drive the output gear 230 to rotate through the third transmission shaft 330. At this time, the first motor 120 generates electricity through the engine 110 while transmitting the power to the output gear 230 through the third transmission shaft 330, and finally transmits the power to the wheels on both sides of the car through the output gear 230 and the power output device 70. In addition, the excess energy transmitted to the first motor 120 by the engine 110 will be converted into electrical energy and stored. Therefore, when the car is in different gear states, there is no need to adjust the speed of the engine 110 so that the engine 110 works in the optimal working speed range. The second motor 130 transmits power to the output gear 230 through the second input gear set 220, and finally transmits the power to the wheels on both sides of the car through the output gear 230 and the power output device 70. As Figure 5 As shown, Figure 5 The direction of the arrow in the middle is the power flow direction. When the clutch 40 is in the disengaged state, the third transmission shaft 330 is in the disconnected state. At this time, the first motor 120 does not transmit power to the output gear 230, that is, the first motor 120 only generates electricity through the engine 110. The energy transmitted to the first motor 120 by the engine 110 will be converted into electrical energy and stored, so there is no need to adjust the speed of the engine 110 so that the engine 110 works in the optimal working speed range. The second motor 130 transmits power to the output gear 230 through the second input gear set 220, and finally transmits the power to the wheels on both sides of the car through the output gear 230 and the power output device 70. That is to say, when the car is in a state requiring high power such as acceleration or going uphill, the clutch 40 is in a engaged state, so that the first motor 120 can transmit power to the output gear 230 through the third transmission shaft 330, and the second motor 130 will also transmit power to the output gear 230 through the second input gear set 220; when the car is in a low-power state such as deceleration, the clutch 40 is in a disengaged state. At this time, the first motor 120 does not transmit power to the output gear 230, only the second motor 130 transmits power to the output gear 230 through the second input gear set 220, and the power transmitted to the first motor 120 by the engine 110 will be converted by the first motor 120 into electrical energy for power generation. Therefore, regardless of whether the clutch 40 of the hybrid transmission drive system is in an engaged or disengaged state, that is, when the first motor 120 transmits power to the output gear 230 or does not transmit power to the output gear 230, the engine 110 can operate in the optimal operating speed range, and compared with other operating speed ranges, the engine 110 operating in the optimal speed range has higher operating efficiency, lower fuel consumption, and better NVH performance.
[0065] like Figure 6 As shown, Figure 6The direction of the middle arrow is the direction of power flow. The second motor 130 can also recover the energy transmitted to the power output device 70 through the wheels on both sides of the car, and transmit it back to the second motor 130 through the power output device 70 and the output gear 230, thereby reducing the energy loss of the system.
[0066] Furthermore, in the hybrid transmission drive system disclosed in the embodiment of the utility model, Figure 3 As shown, the hybrid transmission drive system further includes a battery 50 , and the battery 50 is electrically connected to the first motor 120 and the second motor 130 , respectively.
[0067] It should be noted that the battery 50 can supply energy to the hybrid variable speed drive system through the motor, and can also store the excess electric energy generated by the first motor 120 and the energy recovered by the second motor 130, thereby improving the energy utilization rate of the hybrid variable speed drive system and reducing energy loss. In addition, the battery 50 can be a rechargeable battery such as a nickel-metal hydride battery or a lithium battery, which can be specifically set according to actual design and use requirements, and this embodiment does not specifically limit this.
[0068] Furthermore, in the hybrid transmission drive system disclosed in the embodiment of the utility model, Figure 3 As shown, a shock absorber 60 is disposed on the first transmission shaft 310, and the input end of the shock absorber 60 is transmission-connected to the output end of the engine 110, and the output end of the shock absorber 60 is transmission-connected to the first gear 211. It should be noted that the setting of the shock absorber 60 can play a vibration reduction role on the power output by the engine 110 through the first transmission shaft 310, thereby reducing the NVH performance of the hybrid transmission drive system.
[0069] Furthermore, in the hybrid transmission drive system disclosed in the embodiment of the utility model, Figure 3 As shown, the power output device 70 includes a differential 710, and the output gear 230 is meshed with the differential gear 711 of the differential 710. In addition, the two sides of the output end of the differential 710 are respectively connected to the wheels on both sides of the car through two half shafts 720. It should be noted that the power transmitted through the output gear 230 is transmitted to the two half shafts 720 connected to the wheels on both sides of the car through the differential 710, which can meet the requirements of different wheel speeds on both sides when the car turns. In addition, the energy recovered at the wheels on both sides of the car can also be transmitted back to the hybrid transmission drive system through the half shafts 720, the differential 710, and the output gear 230 in sequence.
[0070] The specific working process of the hybrid variable speed drive system is as follows: when the vehicle is in a state requiring high power such as acceleration or going uphill, the first motor 120 and the second motor 130 need to transmit power to the output gear 230 together. At this time, the control switch or control unit controls the clutch 40 to be in the engaged state, such as Figure 4 As shown, the power output by the engine 110 is transmitted to the first transmission shaft 310, and is transmitted to the first gear 211 after the vibration reduction treatment of the shock absorber 60, and then transmitted to the input end of the first motor 120 after the torque is increased by the first gear 211 and the second gear 212, so that the first motor 120 converts the power of the engine 110 into electric energy for power generation. The first motor 120 then transmits the power to the output gear 230 through the third transmission shaft 330. At this time, the first motor 120 generates electricity through the engine 110 while transmitting the power to the output gear 230 through the third transmission shaft 330. In addition, the excess electricity generated by the first motor 120 can be stored in the battery 50, so when the car is in different gear states, there is no need to adjust the speed of the engine 110, so that the engine 110 works in the optimal working speed range, thereby improving the operating efficiency of the engine 110, reducing the fuel consumption of the engine 110, and making the NVH performance of the engine 110 better. The battery 50 supplies power to the second motor 130, so that the second motor 130 transmits power to the third gear 221 through the fourth transmission shaft 340, and then transmits the power to the output gear 230 after increasing the torque through the third gear 221 and the fourth gear 222. The power transmitted to the output gear 230 by the first motor 120 and the second motor 130 is transmitted to the wheels on both sides of the vehicle through the differential gear 711 of the differential 710 and the two half shafts 720. Figure 6 As shown, the excess power on the wheels on both sides of the car will be transmitted back to the differential gear 711 of the differential 710 through the two half-shafts 720, and then transmitted back to the second motor 130 through the output gear 230, the fourth gear 222, and the third gear 221. The second motor 130 converts the power into electrical energy and stores it in the battery 50, thereby reducing the energy loss of the system.
[0071] When the car is in a low-power state such as deceleration, only the second motor 130 needs to transmit power to the output gear 230. At this time, the control switch or control unit controls the clutch 40 to be in a disengaged state, such as Figure 5As shown, the power output by the engine 110 is transmitted to the first transmission shaft 310, and is transmitted to the first gear 211 after the vibration reduction treatment of the shock absorber 60, and then transmitted to the input end of the first motor 120 after the torque is increased by the first gear 211 and the second gear 212, so that the first motor 120 converts the power of the engine 110 into electric energy for power generation. At this time, the first motor 120 only generates electricity through the engine 110, and the electric energy generated by the power generation is stored in the battery 50, so that when the engine 110 is working, the power transmitted to the first motor 120 by the engine 110 can be converted into electric energy and stored in the battery 50, so there is no need to adjust the speed of the engine 110, so that the engine 110 works in the optimal working speed range, thereby improving the operating efficiency of the engine 110, reducing the fuel consumption of the engine 110, and making the NVH performance of the engine 110 better. The battery 50 supplies power to the second motor 130, so that the second motor 130 transmits power to the third gear 221 through the fourth transmission shaft 340, and then transmits the power to the output gear 230 after increasing the torque through the third gear 221 and the fourth gear 222. The power transmitted to the output gear 230 is transmitted to the wheels on both sides of the vehicle through the differential gear 711 of the differential 710 and the two half shafts 720. Figure 6 As shown, the excess power on the wheels on both sides of the car will be transmitted back to the differential gear 711 of the differential 710 through the two half-shafts 720, and then transmitted back to the second motor 130 through the output gear 230, the fourth gear 222, and the third gear 221. The second motor 130 converts the power into electrical energy and stores it in the battery 50, thereby reducing the energy loss of the system.
[0072] Example 2
[0073] This embodiment provides an automobile, including the hybrid variable speed drive system in Embodiment 1. Specifically, the hybrid variable speed drive system is applied to the power system of the automobile, and the automobile may be a HEV (hybrid electric vehicle), PHEV (plug-in hybrid electric vehicle) or other vehicle type, which may be specifically set according to actual design and use requirements, and this embodiment does not specifically limit this.
[0074] And, if Figure 3-Figure 6As shown, in the hybrid transmission drive system of the automobile, the engine 110 transmits power to the first motor 120 through the first input gear set 210, so that the first motor 120 converts the power of the engine 110 into electric energy to generate electricity. A clutch 40 is arranged on the third transmission shaft 330 between the first motor 120 and the output gear 230. When the clutch 40 is in the engaged state, the first motor 120 generates electricity through the engine 110 while driving the output gear 230 to rotate through the third transmission shaft 330. In addition, the excess energy transmitted from the engine 110 to the first motor 120 will be converted into electric energy and stored. Therefore, when the automobile is in different gear states, there is no need to adjust the speed of the engine 110, so that the engine 110 works in the optimal working speed range. When the clutch 40 is in a disengaged state, the first motor 120 does not transmit power to the output gear 230, that is, the first motor 120 only generates electricity through the engine 110, and the energy transmitted to the first motor 120 by the engine 110 is converted into electrical energy and stored, so there is no need to adjust the speed of the engine 110 so that the engine 110 works in the optimal working speed range. Therefore, whether the clutch 40 of the hybrid transmission drive system of the automobile is in a coupled or disengaged state, that is, under the condition that the first motor 120 transmits power to the output gear 230 or does not transmit power to the output gear 230, the engine 110 can work in the optimal working speed range, and compared with other working speed ranges, the engine 110 working in the optimal speed range has higher operating efficiency, lower fuel consumption, and better NVH performance. The second motor 130 transmits power to the output gear 230 through the second input gear set 220, and finally transmits the power to the wheels on both sides of the car through the output gear 230 and the power output device 70. In addition, the second motor 130 can also recover the energy transmitted to the power output device 70 through the wheels on both sides of the car, and then transmitted back to the second motor 130 through the power output device 70 and the output gear 230, thereby reducing the energy loss of the system. In addition, in the hybrid transmission drive system of the car, the first gear 211 and the second gear 212 are driven by internal meshing, so the radial dimension between the gears can be greatly reduced, thereby making the structure of the hybrid transmission drive system of the car more compact.
[0075] Although the present invention has been illustrated and described with reference to certain preferred embodiments of the present invention, it should be understood by those skilled in the art that the above contents are further detailed descriptions of the present invention in combination with specific embodiments, and it cannot be determined that the specific implementation of the present invention is limited to these descriptions. Those skilled in the art may make various changes in form and details, including making several simple deductions or substitutions, without departing from the spirit and scope of the present invention.
Claims
1. A hybrid variable speed drive system, characterized in that: It includes a power supply device, a power transmission device and a power output device; The power supply device includes an engine, a first motor and a second motor; the power transmission device includes a first input gear set, a second input gear set and an output gear drivingly connected to the power output device; in The first input gear set includes a first gear and a second gear meshing with each other, wherein one of the first gear and the second gear is configured as an external gear and the other is configured as an internal gear; the second input gear set includes a third gear and a fourth gear meshing with each other; The output end of the engine is transmission-connected to the first gear through a first transmission shaft, the second gear is transmission-connected to the input end of the first motor through a second transmission shaft, and the output end of the first motor is transmission-connected to one side of the output gear through a third transmission shaft; and a clutch is provided on the third transmission shaft; The second motor is transmission-connected to the third gear via a fourth transmission shaft, and the fourth gear is transmission-connected to the other side of the output gear via a fifth transmission shaft.
2. The hybrid transmission drive system according to claim 1, characterized in that: The hybrid variable speed drive system further includes a battery, and the battery is electrically connected to the first motor and the second motor respectively.
3. The hybrid transmission drive system according to claim 1, characterized in that: The first gear is configured as an external gear, and the second gear is configured as an internal gear; the first gear is located inside the second gear, and the external teeth of the first gear mesh with the internal teeth of the second gear.
4. The hybrid transmission drive system according to claim 1, characterized in that: A shock absorber is arranged on the first transmission shaft, and the input end of the shock absorber is transmission-connected to the output end of the engine, and the output end of the shock absorber is transmission-connected to the first gear.
5. The hybrid transmission drive system according to claim 1, characterized in that: The axes of the first transmission shaft, the second transmission shaft and the fourth transmission shaft are arranged in parallel, and the axes of the second transmission shaft, the third transmission shaft and the fifth transmission shaft are located on the same straight line; and The third transmission shaft and the fifth transmission shaft are configured as the same transmission shaft.
6. The hybrid transmission drive system according to claim 5, characterized in that: In a direction perpendicular to the axes of the transmission shafts, the fourth transmission shaft and the fifth transmission shaft at least partially overlap, the third transmission shaft and the power output device at least partially overlap, and the first motor and the second motor at least partially overlap.
7. The hybrid transmission drive system according to claim 1, characterized in that: The clutch is integrated at the output end of the first motor.
8. The hybrid transmission drive system according to any one of claims 1 to 7, characterized in that: The power output device includes a differential, and the output gear is meshed with a differential gear of the differential; and Both sides of the output end of the differential are drivingly connected to the wheels on both sides of the vehicle through two half shafts.
9. A car, characterized in that: Comprising a hybrid transmission drive system as described in any one of claims 1-8.