Automobile hybrid mechanism

Abstract

The application discloses a kind of automobile hybrid power mechanism, including first input shaft, first motor, second motor, differential, first clutch, second clutch, second input shaft, third input shaft, planetary gear mechanism and first driven shaft, first clutch is connected with the first input shaft and third input shaft, second clutch is connected with first input shaft and second input shaft, planetary gear mechanism includes sun gear, planet carrier and with third input shaft connection ring gear, the first motor is connected with second clutch by first transmission mechanism, the second motor is connected with second transmission mechanism, first driven shaft is connected with the differential by speed reduction mechanism, second transmission mechanism is connected with speed reduction mechanism, second input shaft is connected with first driven shaft by third transmission mechanism, planet carrier is connected with first driven shaft by fourth transmission mechanism.

Description

Technical Field

[0001] This invention belongs to the field of automotive new energy transmission technology. Specifically, this invention relates to an automotive hybrid power mechanism. Background Technology

[0002] In the prior art, patent document CN108237893A discloses a hybrid vehicle in which, during medium-to-high-speed driving, the engine and electric motor are coupled through a planetary mechanism, and the two power streams merge to output power, wherein the electric power stream is generated, stored, extracted, and driven by the motor. The drawback of this hybrid vehicle is that, during medium-to-high-speed driving, the efficiency of the engine and electric motor coupling through the planetary mechanism, where the two power streams merge to output power, and the electric power stream is generated, stored, extracted, and driven by the motor, is very low, resulting in high fuel consumption at high speeds.

[0003] For example, patent document CN111572328A discloses a hybrid vehicle drive system: During medium-to-high speed driving, this drive system can use the B1 brake and C1 clutch to create two engine-driven gears, enabling direct engine-driven vehicle operation. The drawback of this hybrid vehicle drive system is that while it allows direct engine-driven operation without motor power flow, resulting in high efficiency, the limited number of gears prevents the engine from operating in its high-efficiency range for longer periods during direct drive, thus failing to further reduce fuel consumption during high-speed cruising. Summary of the Invention

[0004] This invention aims to at least solve one of the technical problems existing in the prior art. To this end, this invention provides a hybrid power system for automobiles, with the purpose of improving electric power flow efficiency and reducing fuel consumption during high-speed cruising.

[0005] To achieve the above objectives, the technical solution adopted by the present invention is as follows: a hybrid powertrain mechanism for automobiles, comprising a first input shaft, a first motor, a second motor, a differential, a first clutch, a second clutch, a second input shaft, a third input shaft, a planetary gear mechanism, and a first driven shaft. The first clutch is connected to the first input shaft and the third input shaft, and the second clutch is connected to the first input shaft and the second input shaft. The planetary gear mechanism includes a sun gear, a planet carrier, and a ring gear connected to the third input shaft. The first motor is connected to the second clutch via a first transmission mechanism, and the second motor is connected to the second transmission mechanism. The first driven shaft is connected to the differential via a reduction mechanism, and the second transmission mechanism is connected to the reduction mechanism. The second input shaft is connected to the first driven shaft via a third transmission mechanism, and the planet carrier is connected to the first driven shaft via a fourth transmission mechanism.

[0006] The first transmission mechanism includes a first gear connected to the first motor, a second gear meshing with the first gear, and a third gear meshing with the second gear. The third gear is connected to the second clutch.

[0007] The second transmission mechanism includes a fourth gear connected to the second motor, a fifth gear meshing with the fourth gear, and a sixth gear rotating synchronously with the fifth gear. The reduction mechanism includes a reduction drive gear disposed on the first driven shaft and a reduction driven gear disposed on the differential and meshing with the reduction drive gear. The sixth gear meshes with the reduction driven gear.

[0008] The third transmission mechanism includes a seventh gear disposed on the second input shaft and an eighth gear meshing with the seventh gear, the eighth gear being loosely fitted on the first driven shaft.

[0009] The fourth transmission mechanism includes a ninth gear and a tenth gear meshing with the ninth gear. The ninth gear is connected to the planetary carrier and the fourth input shaft.

[0010] The aforementioned hybrid vehicle mechanism also includes a first synchronizer for controlling the engagement and disengagement between the fourth input shaft and the second input shaft, wherein the third input shaft passes through the second and fourth input shafts.

[0011] The aforementioned automotive hybrid powertrain also includes a second synchronizer for controlling the engagement and disengagement between the eighth gear and the first driven shaft.

[0012] The aforementioned automotive hybrid power mechanism also includes a third synchronizer, the tenth gear is disposed on the second driven shaft, the second driven shaft is loosely fitted on the first driven shaft, and the third synchronizer is used to control the engagement and disengagement between the first driven shaft and the second driven shaft.

[0013] The second synchronizer and the third synchronizer are located between the eighth gear and the second driven shaft.

[0014] The sun gear is connected to the third clutch.

[0015] The automotive hybrid power mechanism of the present invention has the following advantages:

[0016] (1) The driven gear of the first motor is integrated with the second clutch, which simplifies the structure, reduces the axial length, and is beneficial to the spatial arrangement of the hybrid power mechanism in the whole vehicle.

[0017] (2) The engine drive has 4 gears, which allows the engine to work in the high-efficiency range for a longer time;

[0018] (3) The four-speed function is achieved by arranging a planetary gear mechanism and a third clutch C1 on a shorter third input shaft. Usually, the axial dimension of the second motor is larger, which basically determines the axial length of the hybrid power mechanism. The addition of the planetary gear mechanism and the third clutch C1 will not affect the axial space of the hybrid power mechanism;

[0019] (4) By adjusting the parts and structure, it can be transformed into a hybrid architecture with 1, 2 or 3 gears, realizing the platformization of the hybrid architecture. Attached Figure Description

[0020] This manual includes the following figures, which illustrate the following:

[0021] Figure 1 This is a schematic diagram of the structure of the automotive hybrid power mechanism of the present invention;

[0022] The diagram is labeled as follows: 1. First input shaft; 2. First motor; 3. Second motor; 4. Differential; 5. Second input shaft; 6. Third input shaft; 7. First driven shaft; 8. Sun gear; 9. Planetary carrier; 10. Ring gear; 11. First gear; 12. Second gear; 13. Third gear; 14. Fourth gear; 15. Fifth gear; 16. Sixth gear; 17. Seventh gear; 18. Eighth gear; 19. Ninth gear; 20. Tenth gear; 21. Planetary gear; 22. Fourth input shaft; 23. Reduction drive gear; 24. Reduction driven gear; 25. Second driven shaft; C0. First clutch; C1. Third clutch; C2. Second clutch; S1. First synchronizer; S2. Second synchronizer; S3. Third synchronizer. Detailed Implementation

[0023] The specific embodiments of the present invention will be further described in detail below with reference to the accompanying drawings, in order to help those skilled in the art to have a more complete, accurate and in-depth understanding of the concept and technical solutions of the present invention, and to facilitate its implementation.

[0024] like Figure 1 As shown, the present invention provides a hybrid powertrain mechanism for automobiles, including a first input shaft 1, a first motor 2, a second motor 3, a differential 4, a first clutch C0, a second clutch C2, a second input shaft 5, a third input shaft 6, a planetary gear 21 mechanism, and a first driven shaft 7. The first clutch C0 is connected to the first input shaft 1 and the third input shaft 6, and the second clutch C2 is connected to the first input shaft 1 and the second input shaft 5. The planetary gear 21 mechanism includes a sun gear 8, a planet carrier 9, a planetary gear 21 rotatably mounted on the planet carrier 9, and a gear ring 10 connected to the third input shaft 6. The planetary gear 21 meshes with the gear ring 10 and the sun gear 8. The first motor 2 is connected to the second clutch C2 through a first transmission mechanism, and the second motor 3 is connected to the second transmission mechanism. The first driven shaft 7 is connected to the differential 4 through a reduction mechanism, and the second transmission mechanism is connected to the reduction mechanism. The second input shaft 5 is connected to the first driven shaft 7 through a third transmission mechanism, and the planet carrier 9 is connected to the first driven shaft 7 through a fourth transmission mechanism. The differential 4 is connected to the output shaft.

[0025] Specifically, such as Figure 1 As shown, the first input shaft 1, the second input shaft 5, and the third input shaft 6 are coaxially arranged. One end of the first input shaft 1 is connected to the engine, and the other end is connected to the first clutch C0 and the second clutch C2. The second input shaft 5 is a hollow shaft, and the third input shaft 6 passes through the second input shaft 5. One end of the third input shaft 6 is connected to the first clutch C0, and the other end is coaxially and fixedly connected to the gear ring 10. The first clutch C0 is used to control the engagement and disengagement between the first input shaft 1 and the third input shaft 6. When the first clutch C0 is engaged, the first input shaft 1 can drive the third input shaft 6 to rotate synchronously through the first clutch C0. One end of the second input shaft 5 is connected to the second clutch C2. The second clutch C2 is used to control the engagement and disengagement between the first input shaft 1 and the second input shaft 5. When the second clutch C2 is engaged, the first input shaft 1 can drive the second input shaft 5 to rotate synchronously through the second clutch C2.

[0026] like Figure 1 As shown, the first transmission mechanism includes a first gear 11 connected to the first motor 2, a second gear 12 meshing with the first gear 11, and a third gear 13 meshing with the second gear 12. The third gear 13 is connected to the first clutch C0 and the second clutch C2. The first gear 11 is fixedly connected to the motor shaft of the first motor 2, and the second gear 12 is located between the first gear 11 and the third gear 13. The third gear 13 is loosely fitted on the second input shaft.

[0027] like Figure 1As shown, the second transmission mechanism includes a fourth gear 14 connected to the second motor 3, a fifth gear 15 meshing with the fourth gear 14, and a sixth gear 16 rotating synchronously with the fifth gear 15. The reduction mechanism includes a reduction drive gear 23 mounted on the first driven shaft 7 and a reduction driven gear 24 mounted on the differential 4 and meshing with the reduction drive gear 23. The sixth gear 16 meshes with the reduction driven gear 24. The fourth gear 14 is fixedly connected to the motor shaft of the second motor 3. The fifth gear 15 and the sixth gear 16 are mounted on the same motor countershaft. The diameter of the sixth gear 16 is smaller than the diameter of the reduction driven gear 24. The reduction driven gear 24 is fixedly mounted on the differential 4. The reduction drive gear 23 is coaxially fixedly connected to the first driven shaft 7, which is parallel to the first input shaft 1.

[0028] like Figure 1 As shown, the third transmission mechanism includes a seventh gear 17 disposed on the second input shaft 5 and an eighth gear 18 meshing with the seventh gear 17. The eighth gear 18 is loosely fitted on the first driven shaft 7 and can rotate relative to the first driven shaft 7. The seventh gear 17 and the second input shaft 5 are coaxially fixedly connected.

[0029] like Figure 1 As shown, the fourth transmission mechanism includes a ninth gear 19 and a tenth gear 20 meshing with the ninth gear 19. The ninth gear 19 is connected to the planet carrier 9 and the fourth input shaft 22. The fourth input shaft 22 is a hollow shaft, and the third input shaft 6 passes through the second input shaft 5 and the fourth input shaft 22. The ninth gear 19 is fixedly connected to one end of the fourth input shaft 22 and the two are coaxial. The ninth gear 19 is also fixedly connected to the planet carrier 9 and the two are coaxial. The ninth gear 19 is located between the gear ring 10 and the fourth input shaft 22. The transmission ratio of the third transmission mechanism is greater than that of the fourth transmission mechanism.

[0030] like Figure 1As shown, the automotive hybrid powertrain mechanism of the present invention further includes a first synchronizer S1 for controlling the engagement and disengagement between the fourth input shaft 22 and the second input shaft 5, a second synchronizer S2 for controlling the engagement and disengagement between the eighth gear 18 and the first driven shaft 7, and a third synchronizer S3 for controlling the engagement and disengagement between the first driven shaft 7 and the second driven shaft 25. The first synchronizer S1 is disposed on the fourth input shaft 22, and one end of the second input shaft 5 is sleeved on the fourth input shaft 22, providing support for the second input shaft 5. The second synchronizer S2 and the third synchronizer S3 are disposed on the first driven shaft 7, and the tenth gear 20 is disposed on the second driven shaft 25, with both coaxially fixedly connected. The second driven shaft 25 is loosely sleeved on the first driven shaft 7, and both are coaxial. The second synchronizer S2 and the third synchronizer S3 are located between the eighth gear 18 and the second driven shaft 25, and the eighth gear 18 is located between the second synchronizer S2 and the reduction drive gear 23.

[0031] like Figure 1 As shown, the sun gear 8 is connected to the third clutch C1. The third clutch C1 is used to control the engagement and disengagement between the transmission housing and the sun gear 8. When the third clutch C1 is engaged, the sun gear 8 is braked and cannot rotate.

[0032] The engine operates at its lowest fuel consumption speed, driving either the first clutch C0 or the second clutch C2 to rotate and output power. The first motor 2 rotates in the same direction as the engine, and the engine drives the first motor 2 through the first transmission mechanism. The first motor 2 acts as a generator, charging the vehicle's power battery. The power generated by the engine is transmitted sequentially through the first input shaft 1, the second clutch C2, the second input shaft 5, the third transmission mechanism, the first driven shaft 7, and the reduction mechanism to the differential 4, driving the vehicle. When operating in parallel drive mode of the engine and motor, when the load exceeds the engine's lowest fuel consumption torque, the second motor 3 acts as a motor, outputting torque. The power generated by the second motor 3 is transmitted sequentially through the second transmission mechanism and the reduction driven gear 24 to the differential 4.

[0033] When the vehicle reaches the set speed and cruises at a constant speed, the hybrid powertrain operates in engine direct drive mode. The first motor 2 stops, the second clutch C2 is disengaged, the first clutch C0 and the third clutch C1 are engaged, the sun gear 8 is braked and cannot rotate, the first synchronizer S1 and the second synchronizer S2 are engaged, the fourth input shaft 22 and the second input shaft 5 can rotate synchronously, the first driven shaft 7 and the eighth gear 18 can rotate synchronously, and the engine drives the first clutch C0 to rotate through the first input shaft 1. The power generated by the engine passes sequentially through the first input shaft 1, the first clutch C0, the third input shaft 6, the ring gear 10, the planetary carrier 9, the ninth gear 19, the first synchronizer S1, the seventh gear 17, the eighth gear 18, the second synchronizer S2, the first driven shaft 7, the reduction drive gear 23, the reduction driven gear 24, the differential 4 and the output shaft to form a first gear ratio, driving the vehicle.

[0034] When the vehicle reaches the set speed and cruises at a constant speed, the hybrid powertrain operates in engine direct drive mode. The first motor 2 stops running, the first clutch C0 is disengaged, the second clutch C2 is engaged, and the second synchronizer S2 is engaged. The first driven shaft 7 and the eighth gear 18 can rotate synchronously. The engine drives the second clutch C2 to rotate through the first input shaft 1. The power generated by the engine passes sequentially through the first input shaft 1, the second clutch C2, the second input shaft 5, the seventh gear 17, the eighth gear 18, the second synchronizer S2, the first driven shaft 7, the reduction drive gear 23, the reduction driven gear 24, the differential 4, and the output shaft to form a two-speed transmission ratio, driving the vehicle.

[0035] When the vehicle reaches the set speed and cruises at a constant speed, the hybrid powertrain operates in engine direct drive mode. The first motor 2 stops running, the second clutch C2 is disengaged, the first clutch C0 and the third clutch C1 are engaged, the sun gear 8 is braked and cannot rotate, the third synchronizer S3 is engaged, and the first driven shaft 7 and the second driven shaft 25 can rotate synchronously. The engine drives the first clutch C0 to rotate through the first input shaft 1. The power generated by the engine passes sequentially through the first input shaft 1, the first clutch C0, the third input shaft 6, the ring gear 10, the planetary carrier 9, the ninth gear 19, the tenth gear 20, the third synchronizer S3, the first driven shaft 7, the reduction drive gear 23, the reduction driven gear 24, the differential 4, and the output shaft to form a three-speed transmission, driving the vehicle.

[0036] When the vehicle reaches the set speed and cruises at a constant speed, the hybrid powertrain operates in engine direct drive mode. The first motor 2 stops operating, the first clutch C0 and the third clutch C1 are disengaged, the second clutch C2 is engaged, the first synchronizer S1 and the third synchronizer S3 are engaged, the fourth input shaft 22 and the second input shaft 5 can rotate synchronously, and the first driven shaft 7 and the second driven shaft 25 can rotate synchronously. The engine drives the second clutch C2 to rotate through the first input shaft 1. The power generated by the engine passes sequentially through the first input shaft 1, the second clutch C2, the second input shaft 5, the first synchronizer S1, the ninth gear 19, the tenth gear 20, the third synchronizer S3, the first driven shaft 7, the reduction drive gear 23, the differential 4, and the output shaft to form a four-speed transmission, driving the vehicle.

[0037] The automotive hybrid powertrain mechanism of this invention employs a simple clutch and gear transmission mechanism to create four direct-drive gears for the engine, thus avoiding the problem of low electrical power efficiency. Because of the four gears, the engine can operate in its high-efficiency range for a longer period during direct drive, further reducing fuel consumption during high-speed cruising.

[0038] The present invention has been described above by way of example with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described manner. Any non-substantial improvements made using the inventive concept and technical solution; or the direct application of the inventive concept and technical solution to other situations without modification, are all within the protection scope of the present invention.

Claims

1. A hybrid powertrain mechanism for automobiles, comprising a first input shaft, a first motor, a second motor, and a differential, characterized in that: It also includes a first clutch, a second clutch, a second input shaft, a third input shaft, a planetary gear mechanism, and a first driven shaft. The first clutch is connected to the first input shaft and the third input shaft, the second clutch is connected to the first input shaft and the second input shaft, the planetary gear mechanism includes a sun gear, a planet carrier, and a ring gear connected to the third input shaft, the first motor is connected to the second clutch through a first transmission mechanism, the second motor is connected to the second transmission mechanism, the first driven shaft is connected to the differential through a reduction mechanism, the second transmission mechanism is connected to the reduction mechanism, the second input shaft is connected to the first driven shaft through a third transmission mechanism, and the planet carrier is connected to the first driven shaft through a fourth transmission mechanism. The first transmission mechanism includes a first gear connected to the first motor, a second gear meshing with the first gear, and a third gear meshing with the second gear, the third gear being connected to the second clutch; The second transmission mechanism includes a fourth gear connected to the second motor, a fifth gear meshing with the fourth gear, and a sixth gear rotating synchronously with the fifth gear. The reduction mechanism includes a reduction drive gear disposed on the first driven shaft and a reduction driven gear disposed on the differential and meshing with the reduction drive gear. The sixth gear meshes with the reduction driven gear. The third transmission mechanism includes a seventh gear disposed on the second input shaft and an eighth gear meshing with the seventh gear, the eighth gear being loosely fitted on the first driven shaft.

2. The automotive hybrid powertrain mechanism according to claim 1, characterized in that: The fourth transmission mechanism includes a ninth gear and a tenth gear meshing with the ninth gear. The ninth gear is connected to the planetary carrier and the fourth input shaft.

3. The automotive hybrid power mechanism according to claim 2, characterized in that: It also includes a first synchronizer for controlling the engagement and disengagement between the fourth input shaft and the second input shaft, the third input shaft passing through the second and fourth input shafts.

4. The automotive hybrid power mechanism according to claim 2, characterized in that: It also includes a second synchronizer for controlling the engagement and disengagement between the eighth gear and the first driven shaft.

5. The automotive hybrid powertrain mechanism according to claim 4, characterized in that: It also includes a third synchronizer, wherein the tenth gear is disposed on the second driven shaft, the second driven shaft is loosely fitted on the first driven shaft, and the third synchronizer is used to control the engagement and disengagement between the first driven shaft and the second driven shaft.

6. The automotive hybrid powertrain mechanism according to claim 5, characterized in that: The second synchronizer and the third synchronizer are located between the eighth gear and the second driven shaft.

7. The automotive hybrid powertrain according to any one of claims 1 to 6, characterized in that: The sun gear is connected to the third clutch.

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