Dual-motor strong hybrid power driving mechanism of motorcycle

Abstract

The dual-motor strong hybrid power driving mechanism comprises a crankshaft assembly of an engine, one end of the crankshaft assembly is connected with a clutch, the other end of the crankshaft assembly is connected with a starting and starting integrated motor, the clutch is provided with a clutch gear, and the clutch gear is in transmission connection with a driving motor. A driving gear is arranged on the driving motor, the driving gear can be in transmission connection with a first-gear output gear and a second-gear output gear on the output shaft, a shifting wheel is arranged between the first-gear output gear and the second-gear output gear, the shifting wheel is controlled by a shifting fork to move to complete gear shifting, and the shifting fork is controlled by an actuator to move to complete gear shifting. The output shaft is in transmission connection with a rear wheel of the motorcycle, and the starting and starting integrated motor and the driving motor are electrically connected with the storage battery. The electric vehicle has the advantages that the clutch, the crankshaft and the starting and starting integrated motor are coaxially arranged, the structure is compact and reasonable, a two-gear shifting structure is arranged, the driving environment can be better matched, the power performance is improved, and the purposes of energy conservation and emission reduction are achieved.

Description

Technical Field

[0001] The invention relates to the technical field of motorcycle manufacturing, in particular to a dual-motor strong hybrid power driving mechanism of a motorcycle. Background Art

[0002] Existing pure fuel motorcycles generally adopt a foot-operated multi-speed gear transmission or CVT (continuously variable transmission) + fixed speed ratio gear transmission structure to meet the power requirements under different working conditions; with the increasing global environmental awareness and the increasing depletion of oil resources, countries have increasingly stringent emission regulations on fuel vehicles. In order to cope with this major trend and achieve the strategy of energy conservation and emission reduction, hybrid power technology has emerged.

[0003] However, the hybrid technology that has been mass-produced in the motorcycle field is only a mild hybrid that uses a 48V single start-stop motor. In terms of power output, the 48V start-stop motor only assists for a few seconds under certain specific working conditions, and the contribution to power is very limited. It cannot meet the changing complex working conditions, and the power improvement and fuel saving effect are not obvious; the strong hybrid technology route using dual motors has been relatively mature in the automotive field. Most car companies use a single-gear fixed speed ratio transmission method. Although the control strategy can make the engine work in the high-efficiency range, the fixed speed ratio cannot take into account the efficient power output at high and low speeds at the same time; in some special road conditions, such as mountainous roads with large slopes and long uphills, when large torque (large transmission ratio) is required, the single-gear fixed speed ratio transmission will have poor power output matching and lack of power. The multi-gear structure of the hybrid system that has been mass-produced in the automotive field is too complex (mostly driven by a hydraulic system), the layout space is too large, the failure rate is high, the cost is high, and it is not suitable for the application environment of motorcycles. Therefore, it is necessary to design a dual-motor strong hybrid power drive mechanism that can be applied to motorcycles. Summary of the invention

[0004] The purpose of the present invention is to make up for the above-mentioned deficiencies and disclose to the public a dual-motor strong hybrid power drive mechanism for a motorcycle, which has a compact structure, a small layout space, a low manufacturing cost, is suitable for motorcycles, and can also achieve the purpose of energy conservation and emission reduction and improve power performance.

[0005] The technical solution of the present invention is achieved in this way: A dual-motor strong hybrid power drive mechanism for a motorcycle, including a crankshaft assembly of an engine. One end of the crankshaft assembly is connected to a clutch, and the other end is connected to a starter-generator motor. A clutch gear is provided on the clutch, and the clutch gear is in transmission connection with a drive motor. A drive gear is provided on the drive motor, and this drive gear can be in transmission connection with a first-gear output gear and a second-gear output gear on an output shaft. A shift gear is provided between the first-gear output gear and the second-gear output gear. The shift gear is controlled by a shift fork to move to complete gear shifting, and the shift fork is controlled by an actuator to move to complete gear shifting. The output shaft is in transmission connection with the rear wheel of the motorcycle. The starter-generator motor and the drive motor are electrically connected to a storage battery.

[0006] Measures to further optimize this technical solution are as follows: As an improvement, an actuator output shaft is provided on the actuator. A control lever is fixed on the actuator output shaft. A groove is axially provided in the control lever. A protrusion is provided on the shift fork, and the protrusion extends into the groove. By the forward and reverse rotation of the actuator, the control lever is driven to rotate, and then the translation of the shift fork is driven. The structure is simple and the control is convenient.

[0007] As an improvement, a shift fork drive gear is connected to the actuator, and a rack is connected to the shift fork. The shift fork drive gear meshes with the rack. By the forward and reverse rotation of the actuator, the shift fork drive gear is driven to rotate, and then through the transmission between the shift fork drive gear and the rack, the translation of the shift fork is driven. The structure is simple and compact, and the control is also very convenient.

[0008] As an improvement, a double-gear shaft is provided between the drive gear and the output shaft. An intermediate first-gear and an intermediate second-gear are coaxially provided on the double-gear shaft.

[0009] As an improvement, a spline is provided on the output shaft. The shift gear is assembled on the output shaft through this spline and is in sliding fit with the spline.

[0010] As an improvement, pawls adapted to the first-gear output gear or the second-gear output gear are provided on both sides of the shift gear.

[0011] As an improvement, a pin shaft parallel to the output shaft is provided on the shift fork. The shift fork is assembled at a set position by using the pin shaft. During the movement of the shift fork, the limiting and guiding effect of the pin shaft can be utilized to improve the smoothness of the translation of the shift fork.

[0012] As an improvement, a resolver is provided on the starter-generator motor.

[0013] As an improvement, the actuator includes a servo motor, a servo motor controller and a reduction gear mechanism. The servo motor controller is connected to the servo motor for control, and the servo motor controls the movement of the fork after being decelerated by the reduction gear mechanism.

[0014] As an improvement, a sprocket for driving the rear wheel of the motorcycle is provided on the output shaft.

[0015] The advantages of the present invention compared with the prior art are as follows: In the field of motorcycles, based on the dual-motor strong hybrid technology route, a two-speed gear structure is designed for the limited layout space of motorcycles, enabling the motorcycle to select the output gear according to the actual driving conditions, achieving a better match between the output power and the driving conditions, improving the power output efficiency, achieving the purpose of energy conservation and emission reduction, and enhancing the riding experience of users at the same time.

[0016] In addition, for a dual-motor strong hybrid power drive mechanism of a motorcycle according to the present invention, a clutch is connected to one end of the crankshaft assembly, and a starter-generator is connected to the other end. The clutch, the crankshaft and the starter-generator are coaxially arranged, with a compact and reasonable structure. By engaging and disengaging the clutch, the motorcycle has multiple modes (pure electric mode, hybrid mode, range extender mode, energy recovery mode, engine direct drive mode, reverse assist mode), which can improve the power performance and achieve the purpose of energy conservation and emission reduction. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 is a schematic structural diagram of Embodiment 1 of the present invention; Figure 2 is Figure 1 a left view (partially sectioned) of Figure 3 is Figure 2 an enlarged view of part A in Figure 4 is a schematic structural diagram of the cooperation between the operating lever and the fork in Embodiment 1 of the present invention; Figure 5 is a schematic diagram of the transmission relationship in Embodiment 1 of the present invention; Figure 6 is a schematic structural diagram of the cooperation between the actuator and the fork in Embodiment 2 of the present invention.

[0018] Reference numerals: crankshaft assembly 1, clutch 2, clutch gear 21, integrated starting and generator motor 3, resolver 31, drive motor 4, drive gear 41, output shaft 5, spline 5a, first gear output gear 51, second gear output gear 52, idler gear 53, pawl 53a, sprocket 54, fork 6, pin shaft 6a, protrusion 61, rack 62, actuator 7, actuator output shaft 71, operating lever 72, groove 72a, fork drive gear 73, double gear shaft 8, intermediate first gear 81, intermediate second gear 82. Detailed implementation

[0019] The present invention will be further described in detail below with reference to the accompanying drawings: The following description is used to disclose the present invention so that those skilled in the art can implement the present invention. The preferred embodiments described below are only examples, and those skilled in the art can think of other obvious deformations. The basic principles defined in the following description of the present invention can be used in other implementation schemes, deformation schemes, improvement schemes, equivalent schemes, and other technical schemes that do not depart from the spirit and scope of the present invention.

[0020] Those skilled in the art should understand that in the disclosure of the present invention, the terms "longitudinal", "lateral", "upper", "lower", "left", "right", "front", "rear", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. indicate the orientation or position based on the orientation or position relationship shown in the drawings. It is only for the convenience of describing the present invention and is a simplified description, rather than indicating or implying that the device or component referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, the above terms should not be construed as limitations on the present invention.

[0021] It can be understood that the term "one" should be understood as "at least one" or "one or more". That is, in one embodiment, the number of an element can be one, and in other embodiments, the number of the element can be multiple. The term "one" should not be construed as a limitation on the number.

[0022] Embodiment 1, as Figures 1 to 5As shown in the figure, a dual-motor strong hybrid power drive mechanism for a motorcycle includes a crankshaft assembly 1 of an engine. One end of the crankshaft assembly 1 is connected to a clutch 2, and the other end is connected to a starting and integrated motor 3. A clutch gear 21 is provided on the clutch 2, and the clutch gear 21 is in transmission connection with a drive motor 4. A drive gear 41 is provided on the drive motor 4, and the drive gear 41 can be in transmission connection with a first-gear output gear 51 and a second-gear output gear 52 on an output shaft 5. A shift gear 53 is provided between the first-gear output gear 51 and the second-gear output gear 52. The shift gear 53 is controlled by a shift fork 6 to move for gear shifting, and the shift fork 6 is controlled by an actuator 7 to move for gear shifting. The output shaft 5 is in transmission connection with the rear wheel of the motorcycle. The starting and integrated motor 3 and the drive motor 4 are electrically connected to a storage battery.

[0023] A shift fork slot is provided on the shift gear 53, and the shift fork 6 is inserted into the shift fork slot to achieve force transmission.

[0024] An actuator output shaft 71 is provided on the actuator 7. A control lever 72 is fixed on the actuator output shaft 71. A groove 72a is axially provided in the control lever 72. A protrusion 61 is provided on the shift fork 6, and the protrusion 61 extends into the groove 72a.

[0025] A pin shaft 6a parallel to the output shaft 5 is provided on the shift fork 6. The shift fork 6 is assembled at a set position by using the pin shaft 6a. During the movement of the shift fork 6, the limiting and guiding effect of the pin shaft 6a can improve the smoothness of the translation of the shift fork 6.

[0026] The actuator 7 includes a servo motor, a servo motor controller, and a reduction gear mechanism. The servo motor controller is in control connection with the servo motor, and the servo motor controls the movement of the shift fork 6 after being decelerated by the reduction gear mechanism.

[0027] A double-gear shaft 8 is provided between the drive gear 41 and the output shaft 5. An intermediate first-gear gear 81 and an intermediate second-gear gear 82 are coaxially provided on the double-gear shaft 8.

[0028] A spline 5a is provided on the output shaft 5. The shift gear 53 is assembled on the output shaft 5 through the spline 5a and is in sliding fit with the spline 5a.

[0029] Claw 53a adapted to the first-gear output gear 51 or the second-gear output gear 52 is provided on both sides of the shift gear 53.

[0030] A resolver 31 is provided on the starting and integrated motor 3.

[0031] A sprocket wheel 54 for driving the rear wheel of a motorcycle is provided on the output shaft 5 described above. In this embodiment, chain drive is adopted between the output shaft 5 and the rear wheel of the motorcycle.

[0032] In the drive mechanism of the present invention, for the limited layout space of the motorcycle, a two-speed gear structure is designed, enabling the motorcycle to select the output gear according to the actual driving conditions, achieving a better match between the output power and the driving conditions, improving the power output efficiency, achieving the purpose of energy conservation and emission reduction, and at the same time enhancing the riding experience of the user.

[0033] In this embodiment, the working principle of the actuator 7 driving the shift fork 6 to shift gears is as follows: As Figure 4 shown, the control system controls the forward and reverse rotation of the output shaft 71 of the actuator ( Figure 4 the direction of the curved arrow in the figure), driving the control lever 72 to rotate. Since the shift fork 6 has the convex portion 61 located in the groove 72a of the control lever 72, and the shift fork 6 can only translate along the axial direction of the pin shaft 6a ( Figure 4 the direction of the straight line arrow in the figure) due to the limit installation by the pin shaft 6a. Under the action of the control lever 72, the shift fork 6 translates to drive the shift gear 53 to translate on the output shaft 5. The pawl 53a of the shift gear 53 is combined with the first-gear output gear 51 or the second-gear output gear 52 to achieve gear shifting. When the shift gear 53 is combined with the first-gear output gear 51, it is in the first gear; when the shift gear 53 is combined with the second-gear output gear 52, it is in the second gear; when the shift gear 53 is separated from both the first-gear output gear 51 and the second-gear output gear 52, it is in neutral.

[0034] Embodiment 2, as Figure 6 shown, the structure of this embodiment is similar to that of Embodiment 1. The difference is that in this embodiment, a shift fork driving gear 73 is connected to the actuator 7, and a rack 62 is connected to the shift fork 6. The shift fork driving gear 73 meshes with the rack 62.

[0035] In this embodiment, the working principle of the actuator 7 driving the shift fork 6 to shift gears is as follows: As Figure 6 shown, the control system controls the forward and reverse rotation of the output shaft 71 of the actuator, thereby driving the shift fork driving gear 73 to rotate. Then, through the cooperation of the shift fork driving gear 73 and the rack 62, the shift fork 6 connected to the rack 62 is driven to translate, and further drives the shift gear 53 cooperating with the shift fork 6 to translate, realizing gear shifting.

[0036] The dual-motor strong hybrid power drive mechanism of the motorcycle of the present invention has a clutch 2 connected to one end of the crankshaft assembly 1 of the engine, and a start-generator integrated motor 3 connected to the other end of the crankshaft assembly 1 of the engine 1. The clutch 2, the crankshaft, and the start-generator integrated motor 3 are coaxially arranged, with a compact structure and a small layout space, suitable for the limited layout space of the motorcycle. A drive motor 4 is also provided in this strong hybrid power drive mechanism. The clutch cooperation among the start-generator integrated motor 3, the drive motor 4, and the clutch 2 enables the motorcycle applying this drive mechanism to have multiple modes.

[0037] (1) Pure electric mode: The clutch 2 is disengaged, and only the drive motor 4 drives the vehicle while the engine does not work. The power transmission path is: drive motor 4 - drive motor gear 41 - intermediate double gear 8 (intermediate first gear 81 or intermediate second gear 82) - output gear (first gear output gear 51 or second gear output gear 52) - output shaft 5 - sprocket 54.

[0038] (2) Hybrid (parallel) mode: The start-generator integrated motor 3 starts the engine, the clutch 2 is engaged, and the drive motor 4 and the engine jointly drive the vehicle. The power transmission path is: (drive motor 4 - drive motor gear 41) and (engine - clutch gear 21) - intermediate double gear 8 (intermediate first gear 81 or intermediate second gear 82) - output gear (first gear output gear 51 or second gear output gear 52) - output shaft 5 - sprocket 54.

[0039] (3) Range extender mode: The clutch 2 is disengaged, but the engine works. The power transmission path is: drive motor 4 - drive motor gear 41 - intermediate double gear 8 (intermediate first gear 81 or intermediate second gear 82) - output gear (first gear output gear 51 or second gear output gear 52) - output shaft 5 - sprocket 54; meanwhile, after the start-generator integrated motor 3 starts the engine, the engine works and drives the start-generator integrated motor 3 to generate electricity. On the one hand, it supplies power to the drive motor 4, and on the other hand, if there is excess power, it charges the battery.

[0040] (4) Energy recovery mode: When the vehicle brakes or coasts, the drive motor 4 generates electricity for energy recovery. The power transmission path is: wheel - sprocket 54 - output shaft 5 - output gear (first gear output gear 51 or second gear output gear 52) - intermediate double gear 8 (intermediate first gear 81 or intermediate second gear 82) - drive motor gear 41 - drive motor 4 - battery.

[0041] (5) Engine direct drive mode: The integrated engine starter 3 starts the engine, the clutch 2 engages, and the vehicle is directly driven by the engine while the drive motor 4 idles (in neutral) without power output. The power transmission path is: engine - clutch gear 21 - intermediate double gear 8 (intermediate first gear 81 or intermediate second gear 82) - output gear (first gear output gear 51 or second gear output gear 52) - output shaft 5 - sprocket 54.

[0042] (6) Reverse assist mode: The drive motor 4 rotates in reverse (slowly, vehicle speed ≤ 10 km / h), the clutch 2 disengages, and the engine does not operate. The power transmission path is: drive motor 4 (rotating in reverse) - drive motor gear 41 - intermediate double gear 8 (intermediate first gear 81 or intermediate second gear 82) - output gear (first gear output gear 51 or second gear output gear 52) - output shaft 5 - sprocket 54, and the vehicle reverses.

[0043] The above are only the preferred embodiments of the present invention, and do not limit the implementation manners and protection scope of the present invention accordingly. For those skilled in the art, it should be able to realize that all the equivalent replacements and obvious changes made by using the description and illustrations of the present invention should be included in the protection scope of the present invention.

Claims

1. A dual-motor strong hybrid drive mechanism for a motorcycle, comprising a crankshaft assembly (1) of an engine, characterized in that: One end of the crankshaft assembly (1) is connected to a clutch (2), and the other end thereof is connected to an inspiration integrated motor (3). The clutch (2) is provided with a clutch gear (21), and the clutch gear (21) is transmission-connected to a drive motor (4). The drive motor (4) is provided with a drive gear (41), and the drive gear (41) can be transmission-connected to a first-gear output gear (51) and a second-gear output gear (52) on an output shaft (5). A shifting wheel (53) is provided between the first-gear output gear (51) and the second-gear output gear (52), and the shifting wheel (53) is controlled by a shift fork (6) to move to complete the gear shifting, and the shift fork (6) is controlled by an actuator (7) to move to complete the gear shifting, and the output shaft (5) is transmission-connected to the rear wheel of the motorcycle, and the inspiration integrated motor (3) and the drive motor (4) are electrically connected to a battery.

2. The dual-motor strong hybrid drive mechanism for a motorcycle according to claim 1, characterized in that: The actuator (7) is provided with an actuator output shaft (71), and a joystick (72) is fixed on the actuator output shaft (71). The joystick (72) is axially provided with a groove (72a). The shift fork (6) is provided with a protrusion (61), and the protrusion (61) extends into the groove (72a).

3. The dual-motor strong hybrid drive mechanism for a motorcycle according to claim 1, characterized in that: The actuator (7) is connected to a shift fork driving gear (73), the shift fork (6) is connected to a rack (62), and the shift fork driving gear (73) is meshed with the rack (62).

4. A dual-motor strong hybrid drive mechanism for a motorcycle according to claim 2 or 3, characterized in that: A double gear shaft (8) is arranged between the driving gear (41) and the output shaft (5), and a first-gear intermediate gear (81) and a second-gear intermediate gear (82) are coaxially arranged on the double gear shaft (8).

5. The dual-motor strong hybrid drive mechanism for a motorcycle according to claim 4, characterized in that: The output shaft (5) is provided with a spline (5a), and the shifting wheel (53) is assembled on the output shaft (5) through the spline (5a) and is slidably matched with the spline (5a).

6. The dual-motor strong hybrid drive mechanism for a motorcycle according to claim 5, characterized in that: Clamping claws (53a) adapted to the first-gear output gear (51) or the second-gear output gear (52) are arranged on both sides of the shifting wheel (53).

7. The dual-motor strong hybrid drive mechanism for a motorcycle according to claim 6, characterized in that: The shift fork (6) is provided with a pin shaft (6a) parallel to the output shaft (5).

8. The dual-motor strong hybrid drive mechanism for a motorcycle according to claim 7, characterized in that: The said integrated inspiration motor (3) is provided with a resolver (31).

9. The dual-motor strong hybrid drive mechanism for a motorcycle according to claim 8, characterized in that: The actuator (7) comprises a servo motor, a servo motor controller and a reduction gear mechanism. The servo motor controller is control-connected to the servo motor. The servo motor controls the movement of the shift fork (6) after being decelerated by the reduction gear mechanism.

10. The dual-motor strong hybrid drive mechanism for a motorcycle according to claim 9, characterized in that: The output shaft (5) is provided with a sprocket (54) for driving the rear wheel of the motorcycle.

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