Hybrid power system and vehicle

Abstract

The invention discloses a hybrid power system and a vehicle, and relates to the technical field of vehicles, the hybrid power system comprises an engine, a generator, a driving motor, a clutch, a differential mechanism, a speed regulating mechanism, an intermediate gear pair, a driving gear pair, an input shaft, a first intermediate shaft and an output shaft; the engine is in transmission connection with the input shaft, the input shaft is sleeved with a speed regulating mechanism, and the engine is in transmission connection with the generator through the speed regulating mechanism; the driving motor is in transmission connection with the driving gear pair; the driving gear pair is in transmission connection with the output shaft; the first intermediate shaft is in transmission connection with the output shaft through an intermediate gear pair and a driving gear pair; the output shaft is in transmission connection with the differential; the clutch is used for controlling combination or disconnection of the input shaft and the first intermediate shaft so as to control coupling or decoupling of the engine and the driving motor. According to the technical scheme, the efficiency of the hybrid power system is improved, and energy consumption is reduced.

Description

[0001] This application claims the priority of the Chinese patent application filed with the Chinese Patent Office on January 18, 2024, with application number 2024100770791 and title “Hybrid System and Vehicle”, and the priority of the Chinese patent application filed with the Chinese Patent Office on January 18, 2024, with application number 2024100773450 and title “Hybrid System and Vehicle”, the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The present invention relates to the technical field of vehicles, and in particular to a hybrid power system and a vehicle. Background Art

[0003] At present, energy conservation and emission reduction in the vehicle industry will be an important work goal in the coming years. Due to the large carbon emissions of traditional power drive systems, new energy power systems are receiving more and more attention.

[0004] Hybrid systems can achieve energy conservation and emission reduction while also meeting the requirements for endurance. However, hybrid systems currently on the market also have shortcomings. For example, in hybrid systems, the engine and the drive motor are rigidly connected and cannot be decoupled, resulting in low engine efficiency. Summary of the invention

[0005] The main purpose of the present invention is to provide a hybrid power system and a vehicle, aiming to improve the efficiency of the hybrid power system and reduce energy consumption.

[0006] To achieve the above object, the hybrid power system proposed in the present invention includes an engine, a generator, a drive motor, a clutch, a differential, a speed regulating mechanism, an intermediate gear pair, a drive gear pair, an input shaft, a first intermediate shaft and an output shaft;

[0007] The engine is in driving connection with the input shaft, the input shaft is sleeved with the speed regulating mechanism, and the engine is in driving connection with the generator through the speed regulating mechanism;

[0008] The driving motor is drivingly connected to the driving gear pair, and the driving gear pair is drivingly connected to the output shaft;

[0009] The first intermediate shaft is drivingly connected to the output shaft through the intermediate gear pair and the driving gear pair;

[0010] The output shaft is drivingly connected to the differential;

[0011] The clutch is used to control the connection or disconnection between the input shaft and the first intermediate shaft, so as to control the coupling or decoupling between the engine and the drive motor.

[0012] In one embodiment, the hybrid power system further includes an output gear pair and a second intermediate shaft, one end of the output gear pair is drivingly connected to the drive gear pair via the second intermediate shaft, and the other end of the output gear pair is drivingly connected to the output shaft.

[0013] In one embodiment, the intermediate gear pair includes a meshing intermediate driving gear and an intermediate driven gear, and the intermediate driving gear is fixed to the first intermediate shaft; the driving gear pair includes a meshing driving driving gear and a driving driven gear, and the driving driving gear is drivingly connected to the driving motor; wherein the intermediate driven gear is drivingly connected to the driving driven gear.

[0014] In one embodiment, the intermediate gear pair includes an intermediate driving gear and an intermediate driven gear that are meshed with each other, and the intermediate driving gear is fixed to the first intermediate shaft; the driving gear pair includes a driving driving gear and a driving driven gear that are meshed with each other, and the driving driving gear is transmission-connected to the driving motor; wherein the intermediate driven gear and the driving driven gear are configured as a common gear.

[0015] In one embodiment, the output gear pair includes an output driving gear and an output driven gear meshing with each other, the output driving gear is fixed to the second intermediate shaft, and the output driven gear is fixed to the output shaft.

[0016] In one embodiment, the speed regulating mechanism is configured as a speed increasing gear pair, and the speed increasing gear pair includes a meshing speed regulating driving gear and a speed regulating driven gear, the speed regulating driving gear is fixed to the input shaft, and the speed regulating driven gear is drivingly connected to the generator.

[0017] In one embodiment, the speed regulating mechanism is configured as a planetary gear structure, which includes a sun gear, planetary gears, a ring gear and a planet carrier. The sun gear is fixed to the input shaft, and the planet carrier is drivingly connected to the generator.

[0018] In one embodiment, the generator is an oil-cooled motor, and / or the drive motor is an oil-cooled motor.

[0019] In one embodiment, the hybrid power system has any one or more of the following operating modes:

[0020] Pure electric driving mode: the clutch is disconnected, the engine does not work, the generator does not work, and the drive motor works;

[0021] Extended-range driving mode: the clutch is disconnected, the engine drives the generator to generate electricity, and the drive motor works;

[0022] Engine drive mode: the clutch is engaged, the engine is driven, the generator is not working, and the drive motor is not working;

[0023] Engine driven power generation mode: the clutch is engaged, the engine drives and drives the generator to generate electricity, and the drive motor does not work;

[0024] Parallel drive mode: the clutch is engaged, the engine is driven, the generator is not working; the drive motor is working;

[0025] Parallel drive power generation mode: the clutch is engaged, the engine drives and drives the generator to generate electricity, and the drive motor works.

[0026] The present invention also provides a vehicle, comprising the hybrid power system.

[0027] A technical solution of the present invention is to set an engine, a generator, a drive motor, a clutch and a differential in a hybrid power system, wherein the engine is connected to the generator through a speed regulating mechanism to drive the generator to generate electricity. The drive motor is connected to the output shaft through a drive gear pair, the output shaft is connected to the differential, and the differential is connected to the left and right half shafts to transmit power to the wheels. At the same time, the engine is also connected to the input shaft, and the intermediate gear pair is connected to the first intermediate shaft while being connected to the drive gear pair. The clutch is arranged between the input shaft and the first intermediate shaft to control the connection or disconnection of the input shaft and the first intermediate shaft, thereby controlling the coupling or decoupling of the engine and the drive motor. When the clutch is engaged, the input shaft is combined with the first intermediate shaft, and the power of the engine can be transmitted to the output shaft through the input shaft, the intermediate gear pair and the drive gear pair. The power of the drive motor can be transmitted to the output shaft through the drive gear pair, thereby realizing the power coupling of the engine and the drive motor. When the clutch is disconnected, the power of the engine is not transmitted to the output shaft, and the power of the drive motor can be transmitted to the output shaft, thereby realizing the decoupling of the engine and the drive motor. When the engine is not involved in driving and only drives the generator to generate electricity, the clutch is disconnected to decouple the engine and the drive motor. In this way, it is easier to design the drive motor efficiency curve to match the engine's universal curve, while improving the power generation efficiency and reducing energy loss. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the structures shown in these drawings without paying creative work.

[0029] Figure 1A structural schematic diagram of an embodiment of a hybrid power system provided by the present invention;

[0030] Figure 2 is a structural schematic diagram of another embodiment of a hybrid power system;

[0031] Figure 3 It is a structural schematic diagram of another embodiment of a hybrid power system.

[0032] Description of Figure Numbers:

[0033] 110, engine; 120, generator; 130, drive motor; 140, clutch; 150, differential;

[0034] 210, input shaft; 220, output shaft; 230, first intermediate shaft; 240, second intermediate shaft;

[0035] 300, speed regulating mechanism; 310, speed regulating driving gear; 320, speed regulating driven gear;

[0036] 400, intermediate gear pair; 410, intermediate driving gear; 420, intermediate driven gear;

[0037] 500, driving gear pair; 510, driving driving gear; 520, driving driven gear;

[0038] 600, output gear pair; 610, output driving gear; 620, output driven gear.

[0039] The realization of the purpose, functional features and advantages of the present invention will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0040] 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.

[0041] It should be noted that if the embodiments of the present invention involve directional indications (such as up, down, left, right, front, back, etc.), the directional indications are only used to explain the relative position relationship, movement status, etc. between the components in a certain specific posture. If the specific posture changes, the directional indication will also change accordingly.

[0042] In addition, if there are descriptions involving "first", "second", etc. in the embodiments of the present invention, the descriptions of "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of technical features indicated. Therefore, the features limited to "first" and "second" may explicitly or implicitly include at least one of the features. In addition, if "and / or" or "and / or" appears in the full text, its meaning includes three parallel solutions. Taking "A and / or B" as an example, it includes solution A, solution B, or solutions that satisfy both A and B. In addition, the technical solutions between the various embodiments can be combined with each other, but it must be based on the ability of ordinary technicians in this field to implement. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such combination of technical solutions does not exist and is not within the scope of protection required by the present invention.

[0043] At present, energy conservation and emission reduction in the vehicle industry will be an important work goal in the coming years. Due to the large carbon emissions of traditional power drive systems, new energy power systems are receiving more and more attention.

[0044] Hybrid systems can achieve energy conservation and emission reduction while also meeting the requirements for endurance. However, hybrid systems currently on the market also have shortcomings. For example, in hybrid systems, the engine and the drive motor are rigidly connected and cannot be decoupled, resulting in low engine efficiency.

[0045] In view of this, the present invention proposes a hybrid power system.

[0046] Please refer to Figures 1 to 3 In an embodiment of the present invention, the hybrid power system includes an engine 110, a generator 120, a drive motor 130, a clutch 140, a differential 150, a speed regulating mechanism 300, an intermediate gear pair 400, a drive gear pair 500, an input shaft 210, a first intermediate shaft 230 and an output shaft 220.

[0047] The engine 110 is connected to the input shaft 210 by transmission, and the speed regulating mechanism 300 is sleeved on the input shaft 210. The engine 110 is connected to the generator 120 by transmission through the speed regulating mechanism 300. Specifically, the engine 110 is connected to the input shaft 210 by transmission. In one embodiment, the input shaft 210 is the output shaft 220 of the engine 110, and the power of the engine 110 is directly transmitted to the speed regulating mechanism 300 through its own output shaft 220. Of course, the input shaft 210 can also be an additionally provided shaft, and the input shaft 210 and the output shaft 220 of the engine 110 are connected by splines, so that the power of the engine 110 is transmitted to the speed regulating mechanism 300 through the input shaft 210. One side of the speed regulating mechanism 300 is sleeved on the input shaft 210, and the other side is connected to the generator 120 by transmission, so that the power of the engine 110 is transmitted to the generator 120 through the speed regulating mechanism 300, so that the engine 110 can drive the generator 120 to generate electricity. The electricity generated by the generator 120 is used to supply the drive motor 130 for operation of the drive motor 130 or stored in a battery. In one embodiment, the engine 110 may be a gasoline engine 110 or a diesel engine 110, and the type of the engine 110 is not limited.

[0048] The drive motor 130 is in transmission connection with the drive gear pair 500, and the drive gear pair 500 is in transmission connection with the output shaft 220. Specifically, the drive motor 130, the drive gear pair 500 and the output shaft 220 are sequentially in transmission connection, so that the power of the drive motor 130 is transmitted to the output shaft 220 through the drive gear pair 500.

[0049] The first intermediate shaft 230 is transmission-connected to the output shaft 220 via the intermediate gear pair 400 and the drive gear pair 500. Specifically, the first intermediate shaft 230, the intermediate gear pair 400, the drive gear pair 500 and the output shaft 220 are transmission-connected in sequence, so that power can be transmitted to the output shaft 220 via the first intermediate shaft 230.

[0050] The output shaft 220 is drivingly connected to the differential 150. Specifically, the output shaft 220 is drivingly connected to the differential 150, so as to transmit the power on the output shaft 220 to the differential 150. In one embodiment, the differential 150 is a bevel gear differential 150. The bevel gear differential 150 includes a differential 150 housing, and two planetary gears and two half-shaft gears are arranged in the differential 150 housing. The two planetary gears are respectively connected to the left half-shaft and the right half-shaft of the vehicle to transmit power to the left half-shaft and the right half-shaft respectively, thereby driving the left wheel and the right wheel of the vehicle.

[0051] The clutch 140 is used to control the connection or disconnection of the input shaft 210 and the first intermediate shaft 230, so as to control the coupling or decoupling of the engine 110 and the drive motor 130. Specifically, the clutch 140 is provided between the input shaft 210 and the first intermediate shaft 230, and is used to control the connection or disconnection of the input shaft 210 and the first intermediate shaft 230. When the clutch 140 is connected, the input shaft 210 is connected with the first intermediate shaft 230, and the power of the engine 110 can be transmitted to the output shaft 220 through the input shaft 210, the intermediate gear pair 400, and the drive gear pair 500. At this time, if the drive motor 130 is working, the power of the drive motor 130 is transmitted to the output shaft 220 through the drive gear pair 500, thereby realizing the power coupling of the engine 110 and the drive motor 130. When the clutch 140 is disconnected, the power of the engine 110 is not transmitted to the output shaft 220, and the power of the drive motor 130 can be transmitted to the output shaft 220, thereby realizing the decoupling of the engine 110 and the drive motor 130. Under certain working conditions, such as when the engine 110 does not participate in driving and only drives the generator 120 to generate electricity, the clutch 140 can be disconnected to decouple the engine 110 and the drive motor 130. In this way, it is more convenient to design the efficiency curve of the drive motor 130 to match the universal curve of the engine 110, while improving the power generation efficiency and reducing energy consumption losses.

[0052] Of course, the clutch 140 may also be a synchronizer, as long as it can control the connection and disconnection of the input shaft 210 and the first intermediate shaft 230. The synchronizer may be electronically shifted or hydraulically controlled, and the type of synchronizer is not limited here.

[0053] A technical solution of the present invention is to set an engine 110, a generator 120, a drive motor 130, a clutch 140 and a differential 150 in a hybrid power system. The engine 110 is connected to the generator 120 through a speed regulating mechanism 300 to drive the generator 120 to generate electricity. The drive motor 130 is connected to the output shaft 220 through a drive gear pair 500, and the output shaft 220 is connected to the differential 150. The differential 150 is connected to the left and right half shafts to transmit power to the wheels. At the same time, the engine 110 is also connected to the input shaft 210, and the intermediate gear pair 400 is connected to the first intermediate shaft 230 while being connected to the drive gear pair 500. The clutch 140 is arranged between the input shaft 210 and the first intermediate shaft 230, and is used to control the connection or disconnection of the input shaft 210 and the first intermediate shaft 230, thereby controlling the coupling or decoupling of the engine 110 and the drive motor 130. When the clutch 140 is engaged, the input shaft 210 is combined with the first intermediate shaft 230, and the power of the engine 110 can be transmitted to the output shaft 220 through the input shaft 210, the intermediate gear pair 400, and the drive gear pair 500. The power of the drive motor 130 can be transmitted to the output shaft 220 through the drive gear pair 500, thereby realizing the power coupling between the engine 110 and the drive motor 130. When the clutch 140 is disconnected, the power of the engine 110 is not transmitted to the output shaft 220, and the power of the drive motor 130 can be transmitted to the output shaft 220, thereby realizing the decoupling of the engine 110 and the drive motor 130. When the engine 110 does not participate in the driving and only drives the generator 120 to generate electricity, the clutch 140 is disconnected, thereby decoupling the engine 110 and the drive motor 130. In this way, it is more convenient to design the efficiency curve of the drive motor 130 to match the universal curve of the engine 110, while improving the power generation efficiency and reducing energy consumption losses.

[0054] Furthermore, the hybrid power system further includes an output gear pair 600 and a second intermediate shaft 240 . One end of the output gear pair 600 is transmission-connected to the driving gear pair 500 via the second intermediate shaft 240 , and the other end of the output gear pair 600 is transmission-connected to the output shaft 220 .

[0055] See also Figure 2 and Figure 3The hybrid system further includes an output gear pair 600, one end of which is transmission-connected to the driving gear pair 500, and the other end of which is transmission-connected to the output shaft 220. In this way, the power of the engine 110 can be transmitted to the output shaft 220 through the input shaft 210, the first intermediate shaft 230, the intermediate gear pair 400, and the output gear pair 600, and the power of the drive motor 130 can be transmitted to the output shaft 220 through the driving gear pair 500 and the output gear pair 600. In the scheme shown in the figure of the present invention, a second intermediate shaft 240 is provided between the output gear pair 600 and the driving gear pair 500, and the second intermediate shaft 240, the first intermediate shaft 230, the input shaft 210, and the output shaft 220 are arranged parallel to each other.

[0056] Thus, the output gear pair 600 is set up, on the one hand, so that the power of the drive motor 130 is transmitted to the output shaft 220 through two-stage reduction (drive gear pair 500 and output gear pair 600), and the power of the engine 110 is also transmitted to the output shaft 220 through two-stage reduction (intermediate gear pair 400 and output gear pair 600), thereby extending the power transmission path and reducing the vibration generated during the power transmission process, thereby improving the NVH performance of the vehicle and improving the comfort of the vehicle. On the other hand, the output gear pair 600 can improve the transmission ratio of the hybrid system.

[0057] Of course, if Figure 1 As shown, in other embodiments, the output gear pair 600 may not be provided in the hybrid power system. At this time, the power of the engine 110 is transmitted to the output shaft 220 through the intermediate gear pair 400. The setting of the intermediate gear pair 400 enables the drive of the engine 110 to have a certain transmission ratio. The drive motor 130 is connected to the output shaft 220 through the drive gear pair 500, so that the drive motor 130 uses a primary reduction to output power to the output shaft 220, and then uses the secondary reduction of the differential 150 to output power to the wheels, so that the transmission efficiency is maximized. Figure 1 In the illustrated embodiment, a common gear arrangement is adopted between the intermediate gear pair 400 and the driving gear pair 500, which is beneficial to the compactness of the structure of the hybrid power system.

[0058] Furthermore, the intermediate gear pair 400 includes an intermediate driving gear 410 and an intermediate driven gear 420 that are meshed with each other, and the intermediate driving gear 410 is fixed to the first intermediate shaft 230; the driving gear pair 500 includes a driving driving gear 510 and a driving driven gear 520 that are meshed with each other, and the driving driving gear 510 is transmission-connected to the driving motor 130; wherein, the intermediate driven gear 420 is transmission-connected to the driving driven gear 520.

[0059] See also Figure 3Specifically, the intermediate driving gear 410 is fixed on the first intermediate shaft 230 by welding, spline, interference press fitting or integrally formed with the shaft, and the intermediate driven gear 420 is fixed on the second intermediate shaft 240 by welding, spline, interference press fitting or integrally formed with the shaft. In one embodiment, the driving driving gear 510 is fixed on the motor shaft of the driving motor 130 by welding, spline, interference press fitting or integrally formed with the shaft, and the driving driven gear 520 is fixed on the second intermediate shaft 240 by welding, spline, interference press fitting or integrally formed with the shaft. At the same time, the output gear pair 600 is also fixed on the second intermediate shaft 240, that is, the output gear pair 600, the intermediate driven gear 420 and the driving driven gear 520 are coaxially arranged.

[0060] In this way, the power of the drive motor 130 is transmitted to the output shaft 220 after being reduced in two stages by the drive gear pair 500 and the output gear pair 600. The power transmission path of the drive motor 130 is sequentially transmitted through the drive driving gear 510, the drive driven gear 520, the second intermediate shaft 240, the output gear pair 600, and the output shaft 220, and then transmitted to the differential 150 to be transmitted to the left and right half shafts to drive the wheels. When the clutch 140 is engaged, the power of the engine 110 is transmitted to the output shaft 220 after being reduced in two stages by the intermediate gear pair 400 and the output gear pair 600. The power transmission path of the engine 110 is sequentially transmitted through the input shaft 210, the clutch 140, the first intermediate shaft 230, the intermediate driving gear 410, the intermediate driven gear 420, the second intermediate shaft 240, the output driving gear 610, the output driven gear 620, and the output shaft 220, and then transmitted to the differential 150 to be transmitted to the left and right half shafts to drive the wheels.

[0061] In this way, by connecting the output gear pair 600, the intermediate gear pair 400 and the driving gear pair 500, the power of the engine 110 and the driving motor 130 are respectively transmitted to the output shaft 220 after two stages of reduction, thereby extending the power transmission path and reducing the vibration generated during the power transmission process, thereby improving the NVH performance of the vehicle and improving the comfort of the vehicle.

[0062] See also Figure 2 In one embodiment, the intermediate driven gear 420 in the intermediate gear pair 400 and the driving driven gear 520 in the driving gear pair 500 are configured as a common gear.

[0063] Specifically, the power transmission path of the drive motor 130 is sequentially transmitted through the driving driving gear 510, the driving driven gear 520 (also known as the intermediate driven gear 420), the second intermediate shaft 240, the output gear pair 600, and the output shaft 220, and then transmitted to the differential 150 to be transmitted to the left and right half shafts to drive the wheels. When the clutch 140 is engaged, the power transmission path of the engine 110 is sequentially transmitted through the input shaft 210, the clutch 140, the first intermediate shaft 230, the intermediate driving gear 410, the driving driven gear 520 (also known as the intermediate driven gear 420), the second intermediate shaft 240, the output gear pair 600, and the output shaft 220, and then transmitted to the differential 150 to be transmitted to the left and right half shafts to drive the wheels.

[0064] Thus, by sharing the intermediate driven gear 420 and the driving driven gear 520, the power of the driving motor 130 and the engine 110 passes through the shared gear during the transmission process. The setting of the shared gear is conducive to reducing the cost, and at the same time, it is also conducive to reducing the lateral size of the hybrid power system, making the overall structure of the hybrid power system more compact, which is conducive to the miniaturization of the hybrid power system, saving the layout space, and reducing the cost of the hybrid power system.

[0065] Furthermore, the output gear pair 600 includes an output driving gear 610 and an output driven gear 620 that are meshed with each other. The output driving gear 610 is fixed to the second intermediate shaft 240 , and the output driven gear 620 is fixed to the output shaft 220 .

[0066] Specifically, the output driving gear 610 is fixed on the second intermediate shaft 240 by welding, splines, interference press fitting or integrally formed with the shaft, and the output driven gear 620 is fixed on the output shaft 220 by welding, splines, interference press fitting or integrally formed with the shaft. In this way, the power transmission path of the drive motor 130 is sequentially transmitted through the driving driving gear 510, the driving driven gear 520, the second intermediate shaft 240, the output driving gear 610, the output driven gear 620, and the output shaft 220, and then transmitted to the differential 150. When the clutch 140 is engaged, the power transmission path of the engine 110 is sequentially transmitted through the input shaft 210, the clutch 140, the first intermediate shaft 230, the intermediate driving gear 410, the intermediate driven gear 420, the second intermediate shaft 240, the output driving gear 610, the output driven gear 620, and the output shaft 220, and then transmitted to the differential 150.

[0067] Furthermore, the speed regulating mechanism 300 is configured as a speed increasing gear pair, which includes a meshing speed regulating driving gear 310 and a speed regulating driven gear 320 . The speed regulating driving gear 310 is fixed to the input shaft 210 , and the speed regulating driven gear 320 is drivingly connected to the generator 120 .

[0068] Specifically, in the scheme shown in the figure of the present invention, the speed regulating mechanism 300 adopts a gear pair structure, so that the speed of the engine 110 is increased by the speed regulating mechanism 300 and then transmitted to the generator 120. The transmission ratio of the gear pair can be set according to the requirements of the engine 110 and the generator 120. The gear pair includes a meshing speed regulating driving gear 310 and a speed regulating driven gear 320, the speed regulating driving gear 310 is fixedly sleeved on the input shaft 210, and the speed regulating driven gear 320 is fixedly sleeved on the motor shaft of the generator 120. Of course, in other embodiments, an additional connecting shaft can be set between the generator 120 and the speed regulating driven gear 320, so that the speed regulating driven gear 320 is fixedly sleeved on the connecting shaft. The speed regulating driving gear 310 and the speed regulating driven gear 320 are respectively fixedly arranged on the corresponding input shaft 210 and the motor shaft by welding, splines, interference press fitting or integrally formed with the shaft. In one embodiment, the number of teeth of the speed-adjusting driven gear 320 is smaller than the number of teeth of the speed-adjusting driving gear 310 , so that the rotation speed of the generator 120 is greater than the rotation speed of the engine 110 .

[0069] Furthermore, the speed regulating mechanism 300 is configured as a planetary gear structure, which includes a sun gear, planetary gears, a ring gear and a planet carrier. The sun gear is fixed to the input shaft 210 , and the planet carrier is drivingly connected to the generator 120 .

[0070] Specifically, in one embodiment, the speed regulating mechanism 300 adopts a planetary gear structure. The planetary gear structure includes a sun gear, a planetary gear, a ring gear and a planet carrier, wherein a plurality of planetary gears may be provided, and a plurality of planetary gears are evenly distributed along the central axis of the sun gear and mesh with the sun gear, the planetary gears are fixedly mounted on the planet carrier through a pin, and the ring gear meshes with the planetary gears. In one embodiment, the sun gear is fixedly sleeved on the input shaft 210, the planet carrier is transmission-connected to the generator 120, and the ring gear is fixedly connected to the reducer housing. That is, in this embodiment, the sun gear is a power input part, the planet carrier is a power output part, and the ring gear is a fixed part. In this way, the power of the engine 110 can be transmitted to the generator 120 after being decelerated by the planetary gear, thereby driving the generator 120 to generate electricity.

[0071] Furthermore, the generator 120 is an oil-cooled motor, and the drive motor 130 is an oil-cooled motor.

[0072] Specifically, in one embodiment, the generator 120 uses an oil-cooled motor, and the drive motor 130 also uses an oil-cooled motor. The lubricating oil in the speed regulating mechanism 300, the intermediate gear pair 400, the drive gear pair 500, the output gear pair 600, and the differential 150 and the motor coolant use the same oil, and the oil viscosity is low, which reduces the oil stirring loss of the gears and the motor, and reduces the resistance along the hydraulic oil circuit in the hybrid power system, thereby improving the efficiency of the speed regulating mechanism 300, the intermediate gear pair 400, the drive gear pair 500, the output gear pair 600, and the differential 150.

[0073] Furthermore, the hybrid power system has any one or more of the following operating modes.

[0074] Pure electric driving mode: the clutch 140 is disconnected, the engine 110 is not working, the generator 120 is not working, and the drive motor 130 is working. At this time, the vehicle is driven by the drive motor 130. Figure 1 In the embodiment, the power path of the driving motor 130 is: driving motor 130 - driving driving gear 510 - driving driven gear 520 - output shaft 220 - differential 150 . Figure 2 and Figure 3 In the embodiment, the power path of the driving motor 130 is: driving motor 130 - driving driving gear 510 - driving driven gear 520 - second intermediate shaft 240 - output driving gear 610 - output driven gear 620 - output shaft 220 - differential 150 .

[0075] Extended range driving mode: the clutch 140 is disconnected, the engine 110 drives the generator 120 to generate electricity, and the drive motor 130 works. At this time, the engine 110 drives the generator 120 to generate electricity for the drive motor 130, and the vehicle is driven by the drive motor 130. Figure 1 In the embodiment, the power path of the driving motor 130 is: driving motor 130 - driving driving gear 510 - driving driven gear 520 - output shaft 220 - differential 150 . Figure 2 and Figure 3 In the embodiment, the power path of the driving motor 130 is: driving motor 130 - driving driving gear 510 - driving driven gear 520 - second intermediate shaft 240 - output driving gear 610 - output driven gear 620 - output shaft 220 - differential 150 .

[0076] Engine 110 driving mode: the clutch 140 is engaged, the engine 110 is driven, the generator 120 is not working, and the drive motor 130 is not working. At this time, the vehicle is driven by the engine 110. Figure 1 In the embodiment, the power path of the engine 110 is: engine 110 - input shaft 210 - clutch 140 - first intermediate shaft 230 - intermediate driving gear 410 - intermediate driven gear 420 - output shaft 220 - differential 150 . Figure 2 and Figure 3 In the embodiment, the power path of the engine 110 is: engine 110 - input shaft 210 - clutch 140 - first intermediate shaft 230 - intermediate driving gear 410 - intermediate driven gear 420 - second intermediate shaft 240 - output driving gear 610 - output driven gear 620 - output shaft 220 - differential 150 .

[0077] Engine 110 driven power generation mode: the clutch 140 is engaged, the engine 110 drives and drives the generator 120 to generate electricity, and the drive motor 130 does not work. At this time, the vehicle is driven by the engine 110, and the engine 110 drives the generator 120 to generate electricity. Figure 1 In the embodiment, the power path of the engine 110 is: engine 110 - input shaft 210 - clutch 140 - first intermediate shaft 230 - intermediate driving gear 410 - intermediate driven gear 420 - output shaft 220 - differential 150 . Figure 2 and Figure 3 In the embodiment, the power path of the engine 110 is: engine 110 - input shaft 210 - clutch 140 - first intermediate shaft 230 - intermediate driving gear 410 - intermediate driven gear 420 - second intermediate shaft 240 - output driving gear 610 - output driven gear 620 - output shaft 220 - differential 150 .

[0078] Parallel driving mode: the clutch 140 is engaged, the engine 110 is driven, the generator 120 is not working, and the drive motor 130 is working. At this time, the vehicle is driven by the engine 110 and the drive motor 130 at the same time. Figure 1 In the embodiment, the power path of the engine 110 is: engine 110-input shaft 210-clutch 140-first intermediate shaft 230-intermediate driving gear 410-intermediate driven gear 420-output shaft 220-differential 150. The power path of the drive motor 130 is: drive motor 130-drive driving gear 510-drive driven gear 520-output shaft 220-differential 150. Figure 2 and Figure 3 In the embodiment, the power path of the engine 110 is: engine 110-input shaft 210-clutch 140-first intermediate shaft 230-intermediate driving gear 410-intermediate driven gear 420-second intermediate shaft 240-output driving gear 610-output driven gear 620-output shaft 220-differential 150. The power path of the drive motor 130 is: drive motor 130-drive driving gear 510-drive driven gear 520-second intermediate shaft 240-output driving gear 610-output driven gear 620-output shaft 220-differential 150.

[0079] Parallel drive power generation mode: the clutch 140 is engaged, the engine 110 drives and drives the generator 120 to generate electricity, and the drive motor 130 works; at this time, the vehicle is driven by the engine 110 and the drive motor 130 at the same time, and the engine 110 drives the generator 120 to generate electricity. Figure 1In the embodiment, the power path of the engine 110 is: engine 110-input shaft 210-clutch 140-first intermediate shaft 230-intermediate driving gear 410-intermediate driven gear 420-output shaft 220-differential 150. The power path of the drive motor 130 is: drive motor 130-drive driving gear 510-drive driven gear 520-output shaft 220-differential 150. Figure 2 and Figure 3 In the embodiment, the power path of the engine 110 is: engine 110-input shaft 210-clutch 140-first intermediate shaft 230-intermediate driving gear 410-intermediate driven gear 420-second intermediate shaft 240-output driving gear 610-output driven gear 620-output shaft 220-differential 150. The power path of the drive motor 130 is: drive motor 130-drive driving gear 510-drive driven gear 520-second intermediate shaft 240-output driving gear 610-output driven gear 620-output shaft 220-differential 150.

[0080] The following describes different operating modes applicable to the hybrid power system under various operating conditions.

[0081] When the vehicle is in a low-speed state, the pure electric drive mode or the extended-range drive mode is adopted, depending on the power released by the power battery and the power demand of the whole vehicle, especially some heavy-load direct-drive uphill conditions, which require the engine 110 to start to supplement power.

[0082] When the vehicle enters the medium speed state and enters the high efficiency speed range of the engine 110, the engine 110 directly cuts in to participate in the driving work, and there are the following three situations:

[0083] 1. When the engine 110 is driven, the torque is below the high-efficiency zone (such as in a downhill condition or on a flat road without pulling cargo). At this time, if it is in a downhill condition, the engine 110 charges the generator 120 or stops; if it is on a flat road, in addition to driving the vehicle, the engine 110 also needs to drive the generator 120 to generate electricity. When the battery is about to be fully charged, the engine 110 stops participating in the driving and adopts a pure electric driving mode.

[0084] 2. When the engine 110 is driven, the torque is just in the high-efficiency zone (such as hauling goods on a flat road or an empty vehicle going uphill), and the engine 110 is driven directly at this time; the excess energy of the engine 110 drives the generator 120 to generate electricity for charging the battery.

[0085] 3. When the engine 110 is driven, the torque exceeds the high efficiency zone (this includes the battery power and battery feeding states):

[0086] If the battery is in the feeding state, the engine 110 outputs maximum power, driving the generator 120 to generate electricity while driving the vehicle; when in downhill condition, the engine 110 also drives the generator 120 to generate electricity.

[0087] If the battery is in a charged state and the vehicle is in an overloaded state (the overloaded state is determined by the power or current on a flat road), first calculate whether the engine 110 can maintain power in the low-fuel-consumption and high-efficiency area. If it can maintain power (such as a small slope, hauling goods on a flat road, or when the overload is not serious), maintain the low-fuel-consumption state of the engine 110 in the high-efficiency area; if there is still power left (such as when the overload is not serious), charge the battery for high-speed climbing or pure electric driving; if the power is insufficient, the engine 110 enters the next high-fuel-consumption curve range, uses increased fuel consumption to achieve power conservation, and continuously adjusts the fuel consumption curve gear according to the overload situation.

[0088] In the above overload conditions, the engine 110 driving mode is used as much as possible in the medium speed range to improve efficiency. If the power is insufficient, the clutch 140 needs to be disconnected so that the engine 110 does not participate in the driving, and the engine 110 enters the high-speed power generation range at high speed, and adopts the extended-range driving mode. It is worth noting that the above power conservation refers to ensuring that the battery is in a charged state and avoiding the battery being in a feeding state.

[0089] When the vehicle speed is at a high speed, the vehicle is unloaded or half-loaded (the unloaded or half-loaded state is determined by the level road power or current). When the vehicle is unloaded, it first uses the pure electric drive mode to travel, and when it is close to the feeding state, the engine 110 drives the power generation mode. When the battery power reaches the intermediate state, the vehicle uses the pure electric drive mode to prevent the vehicle from reaching the destination when the battery is just fully charged.

[0090] When the vehicle is half-loaded, the required power is lower than the battery 1C power, and the pure electric drive mode is adopted at this time; the engine 110 driving power generation mode is the same as when it is no-loaded, and the maximum charging percentage is adjusted according to the actual situation; when the required power on a flat road is higher than the battery 1C power, the engine 110 enters the engine 110 drive mode or the extended-range drive mode; when working uphill, the engine 110 and the drive motor 130 work together and adopt the parallel drive mode; when working downhill, the vehicle recovers energy and stores the energy in the battery to charge the battery.

[0091] When the vehicle speed is at a high speed and the vehicle is in a fully loaded or overloaded state, the engine 110 driving mode is adopted to enable the engine 110 to output maximum power to the wheels; if the engine 110 has excess energy, it drives the generator 120 to generate electricity to recover the excess energy to the battery (including downhill conditions); if the engine 110 exceeds the power demand at the highest speed, the drive motor 130 assists in driving and adopts a parallel driving mode; when the power is close to the feeding state, the vehicle speed is reduced.

[0092] It is worth noting that the above-mentioned battery feeding state and intermediate state can be set according to actual conditions. In one embodiment, the battery feeding state refers to the battery power being less than 20%, and the intermediate state refers to the battery power being greater than or equal to 50% and less than or equal to 70%.

[0093] The low speed state, medium speed state and high speed state of the vehicle mentioned above can be set according to actual conditions. In one embodiment, the low speed state refers to a vehicle speed lower than 20 km / h, the medium speed state refers to a vehicle speed greater than or equal to 40 km / h and less than or equal to 50 km / h, and the high speed state refers to a vehicle speed higher than 60 km / h.

[0094] The present invention also proposes a vehicle, which includes a hybrid power system. The specific structure of the hybrid power system refers to the above-mentioned embodiments. Since the vehicle adopts all the technical solutions of all the above-mentioned embodiments, it has at least all the beneficial effects brought by the technical solutions of the above-mentioned embodiments, which will not be described one by one here.

[0095] The above description is only an exemplary embodiment of the present invention, and does not limit the patent scope of the present invention. All equivalent structural changes made by using the contents of the present invention specification and drawings under the technical concept of the present invention, or directly / indirectly applied in other related technical fields are included in the patent protection scope of the present invention.

Claims

1. A hybrid power system, characterized in that: It includes an engine, a generator, a drive motor, a clutch, a differential, a speed regulating mechanism, an intermediate gear pair, a drive gear pair, an input shaft, a first intermediate shaft and an output shaft; The engine is in driving connection with the input shaft, the input shaft is sleeved with the speed regulating mechanism, and the engine is in driving connection with the generator through the speed regulating mechanism; The driving motor is drivingly connected to the driving gear pair, and the driving gear pair is drivingly connected to the output shaft; The first intermediate shaft is drivingly connected to the output shaft through the intermediate gear pair and the driving gear pair; The output shaft is drivingly connected to the differential; The clutch is used to control the connection or disconnection between the input shaft and the first intermediate shaft, so as to control the coupling or decoupling between the engine and the drive motor.

2. The hybrid power system according to claim 1, characterized in that: The hybrid power system further includes an output gear pair and a second intermediate shaft, one end of the output gear pair is drivingly connected to the drive gear pair via the second intermediate shaft, and the other end of the output gear pair is drivingly connected to the output shaft.

3. The hybrid power system according to claim 2, characterized in that: The intermediate gear pair includes an intermediate driving gear and an intermediate driven gear that are meshed with each other, and the intermediate driving gear is fixed to the first intermediate shaft; the driving gear pair includes a driving driving gear and a driving driven gear that are meshed with each other, and the driving driving gear is drivingly connected to the driving motor; wherein the intermediate driven gear is drivingly connected to the driving driven gear.

4. The hybrid power system according to claim 2, characterized in that: The intermediate gear pair includes an intermediate driving gear and an intermediate driven gear that are meshed with each other, and the intermediate driving gear is fixed to the first intermediate shaft; the driving gear pair includes a driving driving gear and a driving driven gear that are meshed with each other, and the driving driving gear is drivingly connected to the driving motor; wherein the intermediate driven gear and the driving driven gear are configured as a common gear.

5. The hybrid power system according to claim 2, characterized in that: The output gear pair comprises an output driving gear and an output driven gear meshing with each other. The output driving gear is fixed to the second intermediate shaft, and the output driven gear is fixed to the output shaft.

6. The hybrid power system according to claim 1, characterized in that: The speed regulating mechanism is configured as a speed increasing gear pair, and the speed increasing gear pair includes a meshing speed regulating driving gear and a speed regulating driven gear. The speed regulating driving gear is fixed to the input shaft, and the speed regulating driven gear is drivingly connected to the generator.

7. The hybrid power system according to claim 1, characterized in that: The speed regulating mechanism is configured as a planetary gear structure, which includes a sun gear, planetary gears, a ring gear and a planet carrier. The sun gear is fixed to the input shaft, and the planet carrier is drivingly connected to the generator.

8. The hybrid power system according to claim 1, characterized in that: The generator adopts an oil-cooled motor, and / or the drive motor adopts an oil-cooled motor.

9. The hybrid power system according to any one of claims 1 to 8, characterized in that: The hybrid power system has any one or more of the following working modes: Pure electric driving mode: the clutch is disconnected, the engine does not work, the generator does not work, and the drive motor works; Extended-range driving mode: the clutch is disconnected, the engine drives the generator to generate electricity, and the drive motor works; Engine drive mode: the clutch is engaged, the engine is driven, the generator is not working, and the drive motor is not working; Engine driven power generation mode: the clutch is engaged, the engine drives and drives the generator to generate electricity, and the drive motor does not work; Parallel drive mode: the clutch is engaged, the engine is driven, the generator is not working; the drive motor is working; Parallel drive power generation mode: the clutch is engaged, the engine drives and drives the generator to generate electricity, and the drive motor works.

10. A vehicle comprising the hybrid power system according to any one of claims 1 to 9.

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