Motorcycle hybrid power system

Abstract

The invention discloses a motorcycle hybrid power system which comprises a fuel engine, and a crankshaft of the fuel engine is connected with an ISG motor. The system further comprises a driving motor, a crankshaft of the fuel engine is connected with a driving transmission part through a clutch, the output end of the driving motor is connected with a speed reducing mechanism, an input shaft of the speed reducing mechanism is connected with a driven transmission part matched with the driving transmission part, and an output shaft of the speed reducing mechanism is used for being connected with wheels. The driving motor is located on the side, away from the speed reducing mechanism, of the driven transmission piece. According to the scheme, the problem that the assembly and maintenance difficulty of a hybrid power system in the prior art is large is solved.

Description

Technical Field

[0001] The invention relates to a hybrid power system for a motorcycle. Background Art

[0002] Chinese patent document CN117068311A discloses a hybrid device for a motorcycle, comprising an engine, a continuously variable transmission, a centrifugal clutch, a motor and a reducer for connecting a driving wheel, wherein a driving wheel of the continuously variable transmission is statically connected to the crankshaft of the engine, a driven wheel of the continuously variable transmission is rotationally matched with a rotor shaft of the motor, the motor is located between the driven wheel of the continuously variable transmission and the reducer, the rotor shaft of the motor is statically connected to an input shaft of the reducer, the centrifugal clutch is located on the side of the continuously variable transmission, a driving member of the centrifugal clutch is coaxially statically connected to a driven wheel of the continuously variable transmission, and a driven member of the centrifugal clutch is statically connected to the rotor shaft of the motor.

[0003] Although the above-mentioned prior art achieves the goal of bringing the center of gravity of the hybrid device close to the driving axis of the vehicle, reducing the problem of the hybrid device deviating toward the center of gravity during operation; and the motor can borrow the ratio of the reducer, and under the condition of the same output force, the motor speed can be made higher and the volume can be smaller. However, the above-mentioned prior art solution has the problem of difficulty in assembly and maintenance; and also has the problem of insufficient acceleration performance of the vehicle. Summary of the invention

[0004] The object of the present invention is to provide a hybrid power system for a motorcycle, so as to solve the problem that the hybrid power system in the prior art is difficult to assemble and maintain.

[0005] In order to achieve the above-mentioned purpose, the basic scheme of the present invention provides a motorcycle hybrid power system, including a fuel engine, the crankshaft of which is connected to an ISG motor; and also including a drive motor, the crankshaft of which is connected to an active transmission member via a clutch, the output end of the drive motor is connected to a reduction mechanism, the input shaft of the reduction mechanism is connected to a driven transmission member that cooperates with the active transmission member, and the output shaft of the reduction mechanism is used to connect to a wheel; the drive motor is located on a side of the driven transmission member away from the reduction mechanism.

[0006] The beneficial effect of this basic solution is that: with such a setting, the power of the fuel engine can be transmitted to the reduction mechanism through the clutch, the active transmission member and the driven transmission member in sequence, so as to realize the driving wheel rotation; the power of the drive motor can also be directly transmitted to the reduction mechanism to realize the driving wheel rotation. When the clutch is in the engaged state, the fuel engine can provide power to the wheel alone, or the fuel engine and the drive motor can provide power to the wheel together; when the clutch is in the disconnected state, the drive motor can provide power to the wheel alone. Therefore, this solution can realize a variety of power drive modes, improving the power and economy of the motorcycle power system. In addition, the installation and setting of the drive motor is more convenient, which is conducive to improving the convenience of operations such as installation and maintenance of the power system.

[0007] Preferably, the clutch and the ISG motor are respectively located at two ends of the crankshaft. Such an arrangement is beneficial to the installation and arrangement of the ISG motor and the clutch, thereby facilitating the installation and arrangement of the power system.

[0008] Preferably, the output end of the driving motor is coaxially connected to the input shaft of the reduction mechanism. With such an arrangement, power is directly transmitted between the driving motor and the reduction mechanism, which is conducive to ensuring the reliability of power transmission.

[0009] Preferably, the active transmission member is a driving sprocket, the driven transmission member is a driven sprocket, and a chain is connected between the active sprocket and the driven sprocket. Such a configuration is conducive to making the power transmission structure between the clutch and the speed reduction mechanism simple and reliable; and the transmission ratio is fixed, which is conducive to improving the acceleration performance of the whole vehicle.

[0010] Preferably, the active transmission member is a driving pulley, the driven transmission member is a driven pulley, and a transmission belt is connected between the active pulley and the driven pulley. With such a configuration, the maintenance operation of the belt transmission is simple, which is conducive to reducing the difficulty of later maintenance; and the transmission ratio is fixed, which is conducive to improving the acceleration performance of the whole vehicle.

[0011] Preferably, the active transmission member is a driving gear, the driven transmission member is a driven gear, and a transmission gear shaft is connected between the active gear and the driven gear. With such an arrangement, the clutch and the reduction mechanism are transmitted through the gear mechanism, which is conducive to increasing the upper limit of the transmitted torque, thereby improving the power reliability of the power system under high speed and heavy load; and the transmission ratio is fixed, which is conducive to improving the acceleration performance of the whole vehicle.

[0012] The present invention has the following beneficial effects: An ISG motor is arranged on the side of the crankshaft of the fuel engine away from the clutch, so that the power generation of the hybrid system can rely on the ISG motor, so that the drive motor can be arranged smaller and lighter. Combined with the arrangement of the drive motor on the side of the driven transmission member away from the reduction mechanism and the arrangement of the ISG motor, the smoothness of the motorcycle's riding is improved, and the difficulty of assembling and maintaining the hybrid system is reduced. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1 The figure is a schematic diagram of an embodiment of a hybrid power system for a motorcycle according to the present invention. DETAILED DESCRIPTION

[0014] Known technology: ISG motor refers to an integrated starter-generator motor.

[0015] The following is further described in detail through specific implementation methods: The figure marks in the drawings of the specification include: fuel engine 1, left crank 2, clutch 3, active transmission member 4, chain 5, driven transmission member 6, drive motor 7, input shaft 8, reduction mechanism 9, output shaft 10, right crank 11, ISG motor 12, wheel 13.

[0016] The embodiment is basically as shown in the attached Figure 1 As shown: A hybrid power system for a motorcycle includes a fuel engine 1, and the crankshaft of the fuel engine 1 is connected to an ISG motor 12. In this embodiment, the ISG motor 12 is located on the right side of the crankshaft and is connected to the right crank 11. The crankshaft of the fuel engine 1 is connected to an active transmission member 4 through a clutch 3. In this embodiment, the clutch 3 is located on the left side of the crankshaft and is connected to the left crank 2, and the active transmission member 4 is connected to the crankshaft through the clutch 3, so that the clutch 3 and the ISG motor 12 are respectively located at both ends of the crankshaft. The power system also includes a reduction mechanism 9. The input shaft 8 of the reduction mechanism 9 is connected to a driven transmission member 6 that cooperates with the active transmission member 4.

[0017] The reduction mechanism 9 is connected to a drive motor 7. In this embodiment, the output end of the drive motor 7 is coaxially connected to the input shaft 8 of the reduction mechanism 9, so that the power of the drive motor 7 can be directly transmitted to the input shaft 8 of the reduction mechanism 9. In this embodiment, the drive motor 7 is located on the side of the driven transmission member 6 away from the reduction mechanism 9. The output shaft 10 of the reduction mechanism 9 is used to connect to the wheel 13.

[0018] In this embodiment, the active transmission member 4 is a driving sprocket, the driven transmission member 6 is a driven sprocket, and a chain 5 is connected between the active sprocket and the driven sprocket. Of course, in other embodiments, the active transmission member 4 is a driving pulley, the driven transmission member 6 is a driven pulley, and a transmission belt is connected between the active pulley and the driven pulley; or the active transmission member 4 is a driving gear, the driven transmission member 6 is a driven gear, and a transmission gear shaft is connected between the active gear and the driven gear.

[0019] The specific implementation process is as follows: when the motorcycle is started, the pure electric operation mode is preferentially adopted, that is, the clutch 3 is in the disconnected state, the drive motor 7 provides power to the wheel 13 through the speed reduction mechanism 9, and the fuel engine 1 is in the non-working state. When the power is low, the ISG motor 12 starts the fuel engine 1 to work. When the fuel engine 1 is stabilized in the high-efficiency working range, the power of the fuel engine 1 begins to be converted into electricity by the ISG motor 12 for use by the drive motor 7. When the motorcycle enters the medium-high speed state, the vehicle's power requirements increase. At this time, the clutch 3 is in the engaged state, so that the fuel engine 1 intervenes in the vehicle drive, so that the fuel engine 1 and the drive motor 7 provide power to the wheel 13 together, thereby ensuring the power demand. Of course, when the motorcycle is in the medium-high speed state, the pure oil working mode can also be adopted, that is, the drive motor 7 is not working, the power of the vehicle mainly comes from the fuel engine 1, and the ISG motor 12 can convert the remaining power of the fuel engine 1 into electricity. When the motorcycle brakes, when the drive motor 7 stops working, the rotation of the wheel 13 drives the drive motor 7 to rotate through the speed reduction mechanism 9, so that the drive motor 7 generates electricity, thereby realizing braking energy recovery.

[0020] The above is only an embodiment of the present invention, and the common knowledge such as the known specific structure and characteristics in the scheme is not described in detail here. It should be pointed out that for those skilled in the art, several modifications and improvements can be made without departing from the structure of the present invention, which should also be regarded as the protection scope of the present invention, and these will not affect the effect of the implementation of the present invention and the practicality of the patent.

Claims

1. A motorcycle hybrid system, comprising a fuel engine, the crankshaft of which is connected to an ISG motor; and a drive motor, Features: The crankshaft of the fuel engine is connected to an active transmission member through a clutch, the output end of the drive motor is connected to a reduction mechanism, the input shaft of the reduction mechanism is connected to a driven transmission member that cooperates with the active transmission member, and the output shaft of the reduction mechanism is used to connect to the wheels; the drive motor is located on a side of the driven transmission member away from the reduction mechanism.

2. A motorcycle hybrid power system according to claim 1, Features: The clutch and the ISG motor are respectively located at two ends of the crankshaft.

3. A motorcycle hybrid power system according to claim 2, Features: The output end of the driving motor is coaxially connected to the input shaft of the speed reduction mechanism.

4. A hybrid power system for motorcycles according to claim 3, Features: The active transmission member is a driving sprocket, the driven transmission member is a driven sprocket, and a chain is connected between the active sprocket and the driven sprocket.

5. A hybrid power system for motorcycles according to claim 3, Features: The active transmission member is a driving pulley, and the driven transmission member is a driven pulley. A transmission belt is connected between the active pulley and the driven pulley.

6. A hybrid power system for motorcycles according to claim 3, Features: The active transmission member is a driving gear, the driven transmission member is a driven gear, and a transmission gear shaft is connected between the active gear and the driven gear.

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