A hybrid power output transmission system for new energy vehicles

Abstract

The present invention discloses a hybrid power output transmission system for a new energy vehicle, comprising a vehicle frame, a front axle, a rear axle, wheels, a transmission shaft and a connecting shaft. An engine is fixedly connected to the vehicle frame, and the engine is transmission-connected to a gearbox via a clutch. A transmission main shaft for transmitting power is movably connected to the end of the gearbox, and a speed-changing device for changing the speed of the transmission main shaft is arranged at the bottom of the transmission main shaft. When the vehicle accelerates, especially when shifting gears, the in-vehicle electronic control system accurately controls the intake volume to adjust the speed and torque according to information such as the engine speed and gear position through an air motor of an acceleration mechanism. When the engine power connection is delayed when the gear is raised from a low gear, the air motor can quickly provide a strong torque, which is transmitted to the transmission main shaft via a transmission component, thereby effectively filling the power gap, avoiding vehicle setbacks, making the acceleration process smooth, and significantly improving driving comfort.

Description

Technical Field

[0001] The present invention relates to the technical field of new energy vehicle transmission systems, and in particular to a hybrid power output transmission system for new energy vehicles. Background Art

[0002] In the process of continuous development and evolution of automobile technology, hybrid output transmission system of new energy vehicles came into being and played an extremely critical role. Traditional fuel vehicles mainly rely on internal combustion engines to drive, and although pure electric vehicles have excellent environmental protection performance, their cruising range is limited and charging facilities are not yet perfect. The hybrid output transmission system of new energy vehicles is an effective solution to these problems. It can integrate the power output of fuel engines and electric motors, and flexibly adjust the power ratio of the two automatically or manually according to different driving conditions. When the vehicle starts, drives at low speeds, or accelerates to overtake, the electric motor can instantly provide high torque, making the vehicle responsive and powerful; under conditions such as high-speed cruising, the fuel engine can operate efficiently and reduce energy consumption. The system can also recover and store energy during braking to further improve energy utilization efficiency. The hybrid output transmission system of new energy vehicles not only significantly improves the vehicle's power performance and fuel economy, but also reduces exhaust emissions, laying a solid foundation for promoting the automotive industry to develop in a green and efficient direction.

[0003] In the existing hybrid output transmission system technology of new energy vehicles, the jerk feeling caused by the gearbox shifting during acceleration and deceleration is a more prominent defect. The gear structure and shifting logic of the traditional gearbox have limitations. During the acceleration process, when the vehicle speed increases and it is necessary to shift up, the meshing between the gears is not instantly and seamlessly transitioned. For example, when switching from a low gear to a high gear, it takes a certain amount of time for the engine speed to match the new gear. During this short gap, the power transmission will be interrupted or fluctuate, causing the vehicle to have obvious jerk. When decelerating and downshifting, due to the hysteresis of the internal mechanical structure of the gearbox and the limitation of the response speed of the hydraulic control system, it is impossible to accurately and quickly adapt to the reduction in vehicle speed, so that power recovery and gear switching cannot be coordinated and carried out smoothly, and the vehicle will also experience jerk, which not only reduces the ride comfort, but also affects the vehicle's handling stability to a certain extent, forming a major obstacle to the improvement of the overall driving quality of new energy vehicles.

[0004] Therefore, a hybrid power output transmission system for new energy vehicles is proposed. Summary of the invention

[0005] The purpose of the present invention is to provide a hybrid output transmission system for new energy vehicles to solve the problem that the existing hybrid output transmission system technology for new energy vehicles proposed in the above background technology produces a more prominent defect of the gearbox shifting during acceleration and deceleration, and the gear structure and shifting logic of the traditional gearbox have limitations.

[0006] To achieve the above object, the present invention provides the following technical solutions: a hybrid power output transmission system for a new energy vehicle, comprising a frame, a front axle, a rear axle, wheels, a transmission shaft and a connecting shaft, wherein an engine is fixedly connected to the frame, the engine is transmission-connected to a gearbox through a clutch, a transmission main shaft for transmitting power is movably connected to the end of the gearbox, and a speed change device for changing the speed of the transmission main shaft is provided at the bottom of the transmission main shaft;

[0007] The speed change device comprises an equipment housing, a two-way air pump is arranged inside the equipment housing, and the two ends of the two-way air pump are respectively fixedly connected with an output end 1 and an output end 2, a power supply end for powering the two-way air pump is fixedly connected to the side of the two-way air pump, and an air intake end for collecting air is provided at the bottom of the two-way air pump, a controller for telecommunication connection with an internal electronic control system of a car is arranged inside the two-way air pump, a deceleration mechanism is fixedly connected to the output end 2, and an acceleration mechanism is fixedly connected to the output end 1;

[0008] The deceleration mechanism comprises a sealing box and a deceleration clamp tube connected to the second output end, an air passage is provided inside the sealing box, and the air passage is fixedly connected to a top shaft through an elastic component, so that the top shaft automatically resets after being blown by air, and the two ends of the top shaft are movably connected between the two fixing seats through a rotating shaft, and the upper end of the fixing seat is also rotatably connected to two clamping claws, and the clamping claws are fixedly connected to the fixing seat, so that when the top shaft rises, the clamping claws at both ends are driven to clamp, and the two clamping claws are fixedly connected to the deceleration plates, and the deceleration clamp tube is detachably connected to the transmission main shaft, so that when the clamping claws are clamped, the transmission main shaft is decelerated by the deceleration plate and the deceleration clamp tube;

[0009] The acceleration mechanism includes an air motor, and the output end is connected to the input end of the air motor to drive the air motor to rotate. The output end of the air motor is fixedly connected to the output disk, and the output disk is connected to the transmission main shaft through a transmission assembly, so that the transmission main shaft is driven to rotate when the air motor rotates.

[0010] Preferably: the frame is also provided with a power generation device for recovering energy, the power generation device includes batteries fixed at both ends of the frame, and the batteries are electrically connected to the power supply end through a transmission line, the batteries are electrically connected to an output connector through a wire one, a shock absorber for shock absorption is fixedly connected to the bottom of the output connector, and a piezoelectric device is arranged inside the shock absorber to recover the vehicle vibration energy and transmit it to the battery through a wire one.

[0011] Preferably: the first wire is electrically connected to a brake mechanism through the second wire, and the brake mechanism is movably connected to the transmission shaft, the brake mechanism comprises a telescopic motor and a chassis fixed at the bottom of the telescopic motor, the telescopic motor is movably connected to two knobs through the output shaft, so that the knobs are driven to rotate when the output shaft moves downward, and the two knobs are movably connected in the middle of the base, two claws are movably connected on the base, and the knobs and the claws are fixedly connected, so that the two claws are driven to close inward when the output shaft moves, and the two claws are fixedly connected to damping plates through clamps, so that the transmission shaft is decelerated when the claws are closed.

[0012] Preferably: the speed of the pneumatic motor is precisely controlled by adjusting the air intake, and the air intake is automatically adjusted by the in-vehicle electronic control system when shifting gears. The transmission components include but are not limited to transmission belts, gears, pulleys, and chains.

[0013] Preferably: the air duct includes but is not limited to a coil spring, an elastic rubber element, and elastic steel, and the surface of the speed reducer is provided with a wear-resistant coating to improve the wear resistance of the speed reducer.

[0014] Preferably, the damping plate in the brake mechanism is made of a ceramic-based composite material that is resistant to high temperatures and has a stable friction coefficient, so as to ensure the reliability of the braking performance.

[0015] Preferably, the reduction clamp is disassembled and installed on the transmission main shaft by means of a buckle, so as to facilitate the replacement and maintenance of the reduction clamp, and the reduction plate is fixed on the clamp by means of bolts.

[0016] Preferably, the air passage matches the top shaft, and a rubber pad for increasing sealing performance is fixedly connected to the outer side of the top shaft.

[0017] Compared with the prior art, the present invention has the following beneficial effects:

[0018] 1. The present invention uses the pneumatic motor of the acceleration mechanism. When the vehicle accelerates, especially when shifting gears, the in-vehicle electronic control system accurately controls the intake volume to adjust the speed and torque according to information such as the engine speed and gear position. When the engine power connection is delayed when the gear is raised from a low gear, the pneumatic motor can quickly provide a strong torque, which is transmitted to the transmission main shaft through the transmission assembly, effectively filling the power gap, avoiding vehicle setbacks, making the acceleration process smooth, and significantly improving driving comfort;

[0019] 2. In the present invention, when the vehicle decelerates, the two-way air pump changes the gas flow direction, the gas enters the sealing box of the deceleration mechanism, pushes the top shaft up to clamp the clamping claws, and the deceleration plate and the deceleration clamp tube generate friction to decelerate the transmission main shaft. The wear-resistant coating of the deceleration plate ensures reliability, the deceleration clamp tube is easy to replace and repair, the whole process is stable, and the recovered vibration energy can assist the work, further optimize the deceleration effect, reduce the sense of frustration, and improve the efficiency of energy recovery and utilization;

[0020] 3. The present invention uses an electronic stability control system to determine the wheel status based on sensor data such as wheel speed and steering wheel angle. When the inner wheel tends to slip or spin, the electronic control system controls the telescopic motor of the brake mechanism to operate, so that the damping plate holds the inner wheel drive shaft tightly to slow down. The damping plate is made of special materials to ensure performance, adjusts the speed difference between the inner and outer wheels, increases steering torque, improves turning efficiency, avoids the risk of loss of control, makes vehicle turning more stable, and reduces setbacks caused by abnormal wheel rotation. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 It is a schematic diagram of the overall structure of the present invention;

[0022] Figure 2 It is a schematic diagram of the position of the speed change device of the present invention;

[0023] Figure 3 is a perspective view of the speed change device of the present invention;

[0024] Figure 4 is a disassembled diagram of the speed change device of the present invention;

[0025] Figure 5 It is a schematic diagram of the overall structure of the power generation device of the present invention;

[0026] Figure 6 is a schematic diagram of a power generation device of the present invention;

[0027] Figure 7 It is a schematic diagram of the position of the brake mechanism of the present invention;

[0028] Figure 8 For the present invention Figure 7 A magnified image of A.

[0029] In the figure:

[0030] 1. Frame; 2. Front axle; 3. Rear axle; 4. Wheels; 5. Engine; 6. Clutch; 7. Gearbox; 8. Transmission main shaft;

[0031] 9. Speed ​​change device; 91. Equipment housing; 92. Two-way air pump; 93. Air inlet end; 94. Power supply end; 95. Output end 1; 96. Output end 2;

[0032] 97, speed reduction mechanism; 971, sealing box; 972, airway; 973, elastic component; 974, top shaft; 975, fixed seat; 976, clamping claw; 977, speed reduction plate; 978, speed reduction clamping tube;

[0033] 98. Acceleration mechanism; 981. Pneumatic motor; 982. Output disk; 983. Transmission assembly;

[0034] 10. Power generation device; 101. Battery; 102. Wire 1; 103. Output connector; 104. Shock absorber; 105. Wire 2;

[0035] 106, brake mechanism; 1061, telescopic motor; 1062, output shaft; 1063, chassis; 1064, knob; 1065, base; 1066, claw; 1067, clamping block; 1068, damping plate;

[0036] 11. Transmission shaft; 12. Connecting shaft. DETAILED DESCRIPTION

[0037] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0038] See also Figures 1 to 8 The present invention provides a technical solution for a hybrid power output transmission system for a new energy vehicle:

[0039] A hybrid power output transmission system for a new energy vehicle comprises a frame 1, a front axle 2, a rear axle 3, wheels 4, a transmission shaft 11 and a connecting shaft 12. An engine 5 is fixedly connected to the frame 1. The engine 5 is transmission-connected to a gearbox 7 through a clutch 6. A transmission main shaft 8 for transmitting power is movably connected to the end of the gearbox 7. A speed change device 9 for changing the speed of the transmission main shaft 8 is provided at the bottom of the transmission main shaft 8.

[0040] The speed change device 9 includes an equipment housing 91, a two-way air pump 92 is arranged inside the equipment housing 91, and the two ends of the two-way air pump 92 are respectively fixedly connected with an output end 1 95 and an output end 2 96, a power supply end 94 for supplying power to the two-way air pump 92 is fixedly connected on the side of the two-way air pump 92, and an air intake end 93 for collecting air is provided at the bottom of the two-way air pump 92, a controller for telecommunication connection with an internal electric control system of a car is arranged inside the two-way air pump 92, a reduction mechanism 97 is fixedly connected with the output end 2 96, and an acceleration mechanism 98 is fixedly connected with the output end 1 95;

[0041] The speed reduction mechanism 97 includes a sealing box 971 and a speed reduction clamp tube 978 which are connected to the output terminal 2 96. An air passage 972 is provided inside the sealing box 971, and the air passage 972 is fixedly connected to a top shaft 974 through an elastic component 973, so that the top shaft 974 automatically resets after being blown by air. The two ends of the top shaft 974 are movably connected between two fixed seats 975 through a rotating shaft. The upper end of the fixed seat 975 is also rotatably connected to two clamping claws 976, and the clamping claws 976 are fixedly connected to the fixed seat 975, so that when the top shaft 974 rises, the clamping claws 976 at both ends are driven to clamp, and speed reduction plates 977 are fixedly connected to the two clamping claws 976, and the speed reduction clamp tube 978 is detachably connected to the transmission main shaft 8, so that when the clamping claws 976 are clamped, the transmission main shaft 8 is decelerated by the speed reduction plate 977 and the speed reduction clamp tube 978;

[0042] The acceleration mechanism 98 includes an air motor 981, and the output end 95 is connected to the input end of the air motor 981 to drive the air motor 981 to rotate. The output end of the air motor 981 is fixedly connected to the output disk 982, and the output disk 982 is connected to the transmission main shaft 8 through the transmission assembly 983, so that the air motor 981 drives the transmission main shaft 8 to rotate;

[0043] The rotation speed of the pneumatic motor 981 is precisely controlled by adjusting the air intake volume, and the air intake volume is automatically adjusted by the in-vehicle electronic control system when shifting gears. The transmission component 983 includes but is not limited to transmission belts, gears, pulleys, and chains. The air duct 972 includes but is not limited to coil springs, elastic rubber elements, and elastic steel. The surface of the speed reducer 977 is provided with a wear-resistant coating to improve the wear resistance of the speed reducer 977. The speed reducer clamp 978 is disassembled and installed on the transmission main shaft 8 by snap-fitting to facilitate the replacement and maintenance of the speed reducer clamp 978, and the speed reducer 977 is fixed to the clamp 976 by bolts. The air duct 972 matches the top shaft 974, and the outer side of the top shaft 974 is fixedly connected with a rubber pad for increasing the sealing.

[0044] During operation, when the vehicle needs to accelerate, the driver steps on the accelerator pedal, and the accelerator pedal position sensor transmits the pedal depth signal to the electronic control system in the vehicle. At the same time, the vehicle speed sensor transmits the current vehicle speed signal. The electronic control system combines this information to determine that the vehicle is in an acceleration demand state. At this time, the electronic control system sends a command to the controller of the two-way air pump 92 to start the two-way air pump 92, so that the outside air is sucked into the pump from the air intake end 93. After the action of the structure inside the pump, the gas is pressurized and delivered to the pneumatic motor 981 through the output end 95. The electronic control system in the vehicle accurately calculates the intake volume required by the pneumatic motor 981 according to the preset acceleration strategy and the real-time vehicle operation parameters, and then adjusts the gas flow entering the pneumatic motor 981 by controlling the gas flow regulating valve and other components. After the gas enters the pneumatic motor 981, it pushes the air in the air chamber. The blades or piston assembly of the pneumatic motor 981 causes it to rotate at high speed around the axis, and the output disk 982 at the output end of the pneumatic motor 981 rotates synchronously therewith, generating a strong torque, and the output disk 982 transmits the torque to the transmission main shaft 8 through the transmission assembly 983 (for example, when a gear transmission is adopted, the small gear on the output disk 982 meshes with the large gear on the transmission main shaft 8). Since the pneumatic motor 981 can quickly reach a high speed and output a large torque in a short time, its supplementary power effectively fills the delay gap of the power connection of the engine 5 during the gear shifting process of the traditional gearbox 7. When switching from a low gear to a high gear, during the process of matching the speed of the engine 5 with the new gear, the additional torque provided by the pneumatic motor 981 keeps the transmission main shaft 8 in a continuous and stable acceleration state, avoiding the vehicle setback caused by power interruption or fluctuation, and achieving smooth acceleration;

[0045] When the vehicle needs to decelerate, the in-vehicle electronic control system again controls the two-way air pump 92 to change the gas flow direction based on signals such as the vehicle speed sensor and the brake pedal sensor (even if the brake pedal is not fully depressed at this time, the system can judge based on the vehicle's deceleration requirements). At this time, after the gas enters from the air inlet end 93, it is discharged from the output end 96 through the internal channel of the two-way air pump 92 and enters the sealed box 971 of the deceleration mechanism 97. After the gas enters the sealed box 971, it quickly diffuses along the airway 972 (such as a spiral spring-shaped airway, in which the gas pushes its elastic deformation when flowing) and pushes the top shaft 974 to move upward. The rubber pad on the outside of the top shaft 974 fits tightly with the inner wall of the airway 972 to ensure that the gas pressure effectively acts on the top shaft 974 to prevent gas leakage. As the top shaft 974 rises, the rotating shafts at both ends drive the clamping claws 976 on the fixed seat 975 to rotate around the fixed point. The clamping jaws 976 are gradually clamped, and the wear-resistant coating (such as a special ceramic coating) on ​​the surface of the reduction plate 977 fixed on the clamping jaws 976 effectively enhances its wear resistance and ensures reliability in multiple deceleration operations. When the clamping jaws 976 are clamped, the reduction plate 977 is tightly pressed against the inner wall of the reduction tube 978 disassembled and connected to the transmission main shaft 8. The reduction tube 978 is firmly installed on the transmission main shaft 8 by buckles, and its material has good friction performance. At this time, a strong friction force is generated between the reduction plate 977 and the reduction tube 978, forming resistance to the rotation of the transmission main shaft 8, thereby achieving deceleration of the transmission main shaft 8. When the deceleration operation is completed, the electronic control system stops the gas supply, and the top shaft 974 is quickly reset under the elastic force of the elastic component 973 (such as a high-strength spring), and the clamping jaws 976 release the reduction plate 977, and the transmission main shaft 8 resumes a free rotation state.

[0046] As an embodiment of the present invention, Figure 5 , Figure 6 , Figure 7 and Figure 8 As shown, the frame 1 is also provided with a power generation device 10 for recovering energy, and the power generation device 10 includes a battery 101 fixed at both ends of the frame 1, and the battery 101 is electrically connected to the power supply end 94 through a transmission line, and the battery 101 is electrically connected to an output connector 103 through a wire 102, and a shock absorber 104 for shock absorption is fixedly connected to the bottom of the output connector 103, and a piezoelectric device is arranged inside the shock absorber 104 to recover the vehicle vibration energy and transmit it to the battery 101 through the wire 102.

[0047] During operation, when the vehicle is in driving, no matter what road conditions it is in, the vehicle body will vibrate due to factors such as uneven road surface, engine 5 operation, and vehicle acceleration and deceleration. The shock absorbers 104 installed at both ends of the frame 1 will continuously expand and contract accordingly. Under the action of this vibration stress, the piezoelectric device (such as a piezoelectric ceramic sheet or a piezoelectric film) inside the shock absorber 104 will deform its lattice structure, resulting in relative displacement of the positive and negative charge centers, thereby generating charges on the surface of the material, realizing the conversion from vibration mechanical energy to electrical energy. The electrical energy generated by the piezoelectric device is transmitted to the battery 101 through the wire 102 connected thereto. The battery 101 not only provides power for other electrical equipment of the vehicle (such as interior lighting, entertainment system, etc.), but also supplies power to the power supply end 94 of the two-way air pump 92 in the transmission device 9 through the transmission line. At this time, the recovered vibration energy can be recycled in the vehicle power system, reducing the vehicle's dependence on external energy. At the same time, it stabilizes the energy supply of the power system to a certain extent, indirectly assists the operation of the transmission device 9, and helps to reduce the energy loss of the vehicle power system during operation and the sense of frustration caused by energy fluctuations.

[0048] As an embodiment of the present invention, Figure 5 , Figure 6 , Figure 7 and Figure 8 As shown, the wire 102 is electrically connected to the brake mechanism 106 through the wire 2 105, and the brake mechanism 106 is movably connected to the transmission shaft 11. The brake mechanism 106 includes a telescopic motor 1061 and a chassis 1063 fixed at the bottom of the telescopic motor 1061. The telescopic motor 1061 is movably connected to two knobs 1064 through the output shaft 1062, so that the knobs 1064 are driven to rotate when the output shaft 1062 moves downward, and the two knobs 1064 are movably connected in the middle of the base 1065. Two claws 1066 are movably connected to the seat 1065, and the knob 1064 and the claws 1066 are fixedly connected so that when the output shaft 1062 moves, the two claws 1066 are driven to close internally, and the two claws 1066 are fixedly connected to the damping plate 1068 through the clamping block 1067 so that the transmission shaft 11 can be decelerated when the claws 1066 are closed. The damping plate 1068 in the brake mechanism 106 is made of a high-temperature resistant ceramic-based composite material with a stable friction coefficient to ensure the reliability of the braking performance.

[0049] During operation, when the vehicle is driving, especially when turning or passing through complex road conditions (such as slippery roads), the wheel 4 speed sensor continuously monitors the rotation speed of each wheel 4. At the same time, the vehicle's electronic stability control system (ESC) obtains the vehicle's driving posture information through acceleration sensors, steering wheel angle sensors, etc., including the lateral acceleration of the vehicle body, longitudinal acceleration, and steering wheel rotation angle, etc. The ESC system performs real-time analysis based on these sensor data. When the vehicle turns, if the system detects that the inner wheel 4 has a slipping tendency (that is, the rotation speed of the inner wheel 4 is too fast relative to the outer wheel 4, causing the vehicle to understeer) or the wheel 4 has an idling phenomenon (such as on a slippery road, a wheel 4 loses sufficient grip and idling), it is determined that the brake mechanism 106 needs to be activated for intervention. Once it is determined that intervention is required, the in-vehicle electronic control system sends a control signal to the telescopic motor 1061 of the brake mechanism 106, and the telescopic motor 1061 is activated, and its output shaft 1062 begins to move downward, and the output shaft 1062 The downward movement drives the two knobs 1064 connected thereto to rotate on the base 1065. The knobs 1064 are fixedly connected to the claws 1066. As the knobs 1064 rotate, the claws 1066 move toward each other in the guide grooves of the base 1065 and gradually close inward. The damping sheet 1068 to which the claws 1066 are fixedly connected through the clamping block 1067 is made of a ceramic-based composite material that is resistant to high temperatures and has a stable friction coefficient. When the claws 1066 are closed, the damping sheet 1068 tightly holds the transmission corresponding to the inner wheel 4 As for the shaft 11, due to the high friction coefficient between the damping plate 1068 and the transmission shaft 11, a strong friction force is generated to decelerate the transmission shaft 11 where the inner wheel 4 is located, and the speed difference between the inner and outer wheels 4 is adjusted by reducing the speed of the inner wheel 4, thereby increasing the steering torque of the vehicle, improving the turning efficiency of the vehicle, and enabling the vehicle to turn more stably and accurately, thereby avoiding the risk of loss of control caused by the slip of the wheel 4 or the unreasonable speed difference, and reducing the impact of the abnormal rotation of the wheel 4 on the driving smoothness of the vehicle;

[0050] When the vehicle's driving state returns to normal, that is, the inner wheel 4 no longer has a tendency to slip or idle, and the vehicle's steering posture is stable, the electronic control system sends a signal to the telescopic motor 1061 again to reverse it, the output shaft 1062 moves upward, the knob 1064 rotates in the opposite direction, and the claw 1066 opens outward under the action of a spring or other reset device (such as an elastic rubber component), loosening the grip on the drive shaft 11, the damping plate 1068 separates from the drive shaft 11, the brake mechanism 106 stops working, the vehicle returns to normal driving state, and the wheel 4 can rotate freely, ensuring the normal power transmission and driving performance of the vehicle.

[0051] Working principle: When the vehicle is in normal driving state, the power generated by the engine 5 is transmitted to the gearbox 7 through the clutch 6. The gearbox 7 selects the appropriate gear according to the driving conditions of the vehicle (such as vehicle speed, accelerator pedal position, load, etc.), and transmits the power to the transmission main shaft 8, thereby driving the wheels 4 to rotate, so that the vehicle can maintain normal driving. At this time, the piezoelectric device inside the shock absorber 104 in the power generation device 10 continuously recovers the energy generated by the vibration of the vehicle, and converts it into electrical energy and stores it in the battery 101, providing partial power support for other components of the system, while reducing energy loss;

[0052] When the driver steps on the accelerator pedal, the accelerator pedal position sensor transmits a signal to the electronic control system in the vehicle, and the vehicle speed sensor provides the current vehicle speed information. The electronic control system comprehensively determines that the vehicle needs to accelerate. If the gearbox 7 is shifting at this time, the power output of the engine 5 may be temporarily interrupted or fluctuated, causing the vehicle to have a tendency to stall. The electronic control system immediately controls the two-way air pump 92 to allow the gas to enter from the intake end 93, and after being pressurized by the two-way air pump 92, it is output from the output end 95 to the pneumatic motor 981. At the same time, the electronic control system controls the acceleration program according to the preset acceleration program and real-time vehicle parameters (such as engine 5 The air intake volume entering the pneumatic motor 981 is precisely regulated by the pneumatic motor 981 (speed, gear information, etc.), thereby controlling the speed and torque output of the pneumatic motor 981. The output disk 982 of the pneumatic motor 981 transmits the torque to the transmission main shaft 8 through the transmission component 983 (such as gear transmission, belt transmission, etc.), providing additional acceleration power for the transmission main shaft 8. When switching from a low gear to a high gear, the power assistance of the pneumatic motor 981 can enable the transmission main shaft 8 to maintain stable acceleration before the power of the engine 5 is fully connected, effectively avoiding the vehicle's setback caused by power switching, and improving the acceleration smoothness and response speed;

[0053] When the driver releases the accelerator pedal or steps on the brake pedal (partial deceleration), the vehicle needs to decelerate, and the vehicle speed sensor and the brake pedal sensor transmit relevant signals to the electronic control system. The electronic control system controls the two-way air pump 92 to change the gas flow direction, so that the gas enters from the air inlet end 93 and is output from the second output end 96 to the deceleration mechanism 97. After the gas enters the sealing box 971 of the deceleration mechanism 97, it pushes the top shaft 974 to move upward along the air passage 972. The rubber pad on the outside of the top shaft 974 ensures the gas sealing. The top shaft 974 rises and drives the clamping claw 976 to clamp The speed reduction plate 977 (with a wear-resistant coating on the surface) on the clamping jaw 976 contacts the speed reduction clamping tube 978 (installed on the transmission main shaft 8 by buckles), generating friction to decelerate the transmission main shaft 8. When the deceleration is completed, the gas supply stops, the top shaft 974 is reset under the action of the elastic component 973, and the clamping jaw 976 is loosened to release the deceleration state. During the whole deceleration process, the recovered vibration energy continues to be stored in the power generation device 10, and part of the energy can be used to assist the speed reduction mechanism 97 and other components to work, further optimize the deceleration effect, and reduce the sense of frustration;

[0054] When the vehicle turns, the wheel speed sensor, steering wheel angle sensor and body acceleration sensor continuously provide data to the electronic stability control system (ESC). When the vehicle turns on a slippery road (such as ice, snow, or slippery roads), the ESC system detects that the inner wheel 4 has a slipping tendency (the inner wheel 4 rotates too fast) or the wheel 4 is idling, and the brake mechanism 106 is immediately activated. The in-vehicle electronic control system controls the telescopic motor 1061 to move its output shaft 1062 downward, driving the knob 1064 to rotate, thereby closing the claw 1066 and closing the claw 1066. The damping plate 1068 (made of a high-temperature resistant ceramic-based composite material with a stable friction coefficient) holds the drive shaft 11 corresponding to the inner wheel 4 and slows down the drive shaft 11 where the inner wheel 4 is located through friction. This adjusts the speed difference between the inner and outer wheels 4, increases the steering torque of the vehicle, improves the turning efficiency, and enables the vehicle to turn more stably, avoiding the risk of stalling and loss of control caused by abnormal rotation of the wheel 4. When the vehicle returns to normal driving, the electronic control system controls the telescopic motor 1061 to reverse, causing the claw 1066 to release the drive shaft 11, and the brake mechanism 106 stops working.

[0055] Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A hybrid power output transmission system for a new energy vehicle, comprising a vehicle frame (1), a front axle (2), a rear axle (3), wheels (4), a transmission shaft (11) and a connecting shaft (12), characterized in that: An engine (5) is fixedly connected to the frame (1); the engine (5) is transmission-connected to a gearbox (7) via a clutch (6); a transmission main shaft (8) for transmitting power is movably connected to the end of the gearbox (7); a speed change device (9) for changing the speed of the transmission main shaft (8) is provided at the bottom of the transmission main shaft (8); The speed change device (9) comprises a device housing (91), a bidirectional air pump (92) is arranged inside the device housing (91), and the two ends of the bidirectional air pump (92) are respectively fixedly connected to an output end 1 (95) and an output end 2 (96), a power supply end (94) for supplying power to the bidirectional air pump (92) is fixedly connected to the side of the bidirectional air pump (92), and an air intake end (93) for collecting air is provided at the bottom of the bidirectional air pump (92), a controller for telecommunication connection with an internal electric control system of a vehicle is arranged inside the bidirectional air pump (92), the output end 2 (96) is fixedly connected to a speed reduction mechanism (97), and the output end 1 (95) is fixedly connected to an acceleration mechanism (98); The speed reduction mechanism (97) comprises a sealing box (971) and a speed reduction clamping tube (978) which are connected to the second output terminal (96). An air passage (972) is provided inside the sealing box (971), and the air passage (972) is fixedly connected to a top shaft (974) via an elastic component (973), so that the top shaft (974) automatically returns to its original position after being blown by air. The two ends of the top shaft (974) are movably connected between two fixing seats (975) via a rotating shaft. The upper end of the fixing seat (975) is The ends are also rotatably connected to two clamping jaws (976), and the clamping jaws (976) are fixedly connected to the fixing seat (975), so that when the top shaft (974) rises, the clamping jaws (976) at both ends are driven to clamp, and the two clamping jaws (976) are fixedly connected to a deceleration plate (977), and the deceleration clamping tube (978) is detachably connected to the transmission main shaft (8), so that when the clamping jaws (976) are clamped, the transmission main shaft (8) is decelerated by the deceleration plate (977) and the deceleration clamping tube (978); The acceleration mechanism (98) comprises an air motor (981), and the output end (95) is connected to the input end of the air motor (981) to drive the air motor (981) to rotate. The output end of the air motor (981) is fixedly connected to an output disk (982), and the output disk (982) is connected to the transmission main shaft (8) through a transmission assembly (983), so that when the air motor (981) rotates, the transmission main shaft (8) is driven to rotate.

2. A hybrid power output transmission system for new energy vehicles according to claim 1, characterized in that: The frame (1) is also provided with a power generation device (10) for recovering energy. The power generation device (10) comprises a storage battery (101) fixed at both ends of the frame (1), and the storage battery (101) is electrically connected to a power supply end (94) via a transmission line. The storage battery (101) is electrically connected to an output connector (103) via a first wire (102). A shock absorber (104) for shock absorption is fixedly connected to the bottom of the output connector (103), and a piezoelectric device is provided inside the shock absorber (104) to recover the vibration energy of the vehicle and transmit it to the storage battery (101) via the first wire (102).

3. A hybrid power output transmission system for new energy vehicles according to claim 2, characterized in that: The first wire (102) is electrically connected to a brake mechanism (106) via a second wire (105), and the brake mechanism (106) is movably connected to the transmission shaft (11). The brake mechanism (106) comprises a telescopic motor (1061) and a chassis (1063) fixed to the bottom of the telescopic motor (1061). The telescopic motor (1061) is movably connected to two knobs (1064) via an output shaft (1062), so that when the output shaft (1062) moves downward, the knobs (1064) are driven to rotate. The two rotating knobs (1064) are movably connected in the middle of the base (1065), and the base (1065) is movably connected to two claws (1066), and the rotating knob (1064) and the claws (1066) are fixedly connected so that when the output shaft (1062) moves, the two claws (1066) are driven to close inwardly, and the two claws (1066) are fixedly connected to a damping plate (1068) via a clamping block (1067) so that the transmission shaft (11) is decelerated when the claws (1066) are closed.

4. A hybrid power output transmission system for new energy vehicles according to claim 1, characterized in that: The rotation speed of the pneumatic motor (981) is precisely controlled by adjusting the air intake volume, and the air intake volume is automatically adjusted by the in-vehicle electronic control system when shifting gears. The transmission component (983) includes but is not limited to a transmission belt, gears, pulleys, and chains.

5. The hybrid power output transmission system for new energy vehicles according to claim 1, characterized in that: The elastic component (973) comprises a coil spring, an elastic rubber element, and elastic steel, and the surface of the speed reducer (977) is provided with a wear-resistant coating to improve the wear resistance of the speed reducer.

6. A hybrid power output transmission system for new energy vehicles according to claim 3, characterized in that: The damping plate (1068) in the brake mechanism (106) is made of a ceramic-based composite material that is resistant to high temperatures and has a stable friction coefficient, so as to ensure the reliability of the braking performance.

7. The hybrid power output transmission system for new energy vehicles according to claim 1, characterized in that: The deceleration clamp tube (978) is installed on the transmission main shaft (8) by means of a snap-fit ​​disassembly, so as to facilitate the replacement and maintenance of the deceleration clamp tube (978), and the deceleration plate (977) is fixed to the clamping claw (976) by means of bolts.

8. The hybrid power output transmission system for new energy vehicles according to claim 1, characterized in that: The air channel (972) and the top shaft (974) match each other, and a rubber pad for increasing sealing performance is fixedly connected to the outer side of the top shaft (974).

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