Hybrid power transmission device of new energy automobile

Abstract

The invention discloses a hybrid power transmission device of a new energy automobile, which relates to the technical field of vehicles and comprises a transmission box body, an engine and a motor are respectively mounted on two sides of the box body, and transmission shafts 1-4, an intermediate shaft and a sliding sleeve gear set are arranged in the box body. A belt wheel of a third transmission shaft is in linkage with a motor, third to fifth gears arranged on an intermediate shaft are meshed with gears of a second transmission shaft and a fourth transmission shaft, and rapid switching of seven driving states is achieved in combination with a sliding sleeving structure of a sixth gear, a seventh gear and a ninth gear. The method specifically comprises an engine direct drive mode, a multi-stage torque adjustment mode, a dual-power combined drive mode and a pure electric drive mode, wherein a sliding gear is linked with a shifting fork controlled by a fork shaft through key tooth engagement to complete power path conversion. The multi-shaft regional layout and modular gear set design are adopted, and the problems that a traditional hybrid power system is single in mode, redundant in structure and low in efficiency are solved.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a hybrid power transmission device for a new energy vehicle. Background Art

[0002] With the rapid development of new energy vehicle technology, hybrid electric vehicles (HEV) have become an important development direction because they have both the endurance of fuel vehicles and the environmental protection characteristics of electric vehicles. The core of the hybrid system is to achieve efficient power distribution and optimal energy utilization through the coordinated work of the engine and the motor. However, the existing hybrid transmission devices still have the following technical bottlenecks:

[0003] 1. Single driving mode: Traditional systems mostly use fixed transmission ratios or limited mode switching (such as pure electric, pure oil, series / parallel mode), which is difficult to adapt to complex road conditions (such as high-speed cruising, climbing, rapid acceleration, etc.), resulting in low energy utilization.

[0004] 2. Insufficient dual-power coordination: In the existing technology, the power coupling between the engine and the motor is mostly achieved through a single intermediate shaft, which makes it difficult to flexibly transition between direct drive, combined drive and other modes, and the torque adjustment range is limited.

[0005] Therefore, the present invention provides a new energy vehicle hybrid power transmission device to solve one or more of the above problems. Summary of the invention

[0006] 1. Technical issues to be resolved

[0007] In view of the deficiencies of the prior art, the present invention provides a hybrid power transmission device for new energy vehicles to solve the problems raised in the above background technology.

[0008] (II) Technical solution

[0009] To achieve the above objectives, the present invention is implemented through the following technical solutions, including: a transmission case, an engine is installed on the outer wall of one side of the transmission case, a motor is installed on the outer wall of the other side of the transmission case, and transmission shafts 1, 2, 3 and 4 are rotatably installed in the transmission case, and transmission shaft 1 is connected to the front axle of the vehicle.

[0010] Preferably, a pulley 1 is sleeved on the transmission shaft 3, a pulley 2 is fixedly sleeved on the motor output shaft, and the pulley 1 and the pulley 2 are connected to each other through a belt.

[0011] Preferably, gear 2 is sleeved on the outer wall of transmission shaft 4, and gear 3, gear 4 and gear 5 are sleeved in sequence along the outer wall of intermediate shaft 1. One end of connecting shaft 1 is connected to intermediate shaft 1 through a bearing, and transmission shaft 1 is fixedly provided on the other end of connecting shaft 1.

[0012] Preferably, a ring of key teeth one is fixedly arranged on the outer wall of one side of the intermediate shaft one close to the connecting shaft one, a ring of gear ring two is fixedly arranged on the outer wall of one side of the connecting shaft one close to the intermediate shaft one, the gear six is slidably sleeved on the outer wall of the connecting shaft one, and tooth grooves meshing with the gear ring two are arranged on the inner wall of the gear six.

[0013] Preferably, a gear seven and a gear nine are sequentially slidably sleeved on the outer wall of the transmission shaft two, and both the gear seven and the gear nine are key-connected to the transmission shaft two.

[0014] Preferably, the gear seven meshes with the gear four, and the gear five meshes with the gear nine.

[0015] Preferably, one end of the transmission shaft three far from the pulley one is connected to the connecting shaft two through a bearing, a ring of key teeth two is fixedly arranged on the connecting shaft two, and the gear ten is fixedly sleeved on the outer wall of the connecting shaft two.

[0016] Preferably, a gear ring one is arranged on the outer wall of the transmission shaft three, and an internal gear ring is slidably sleeved on the outer wall of the transmission shaft three, and the internal gear ring meshes with the gear ring one.

[0017] Preferably, one end of the fork shaft is connected to the power control system of the vehicle, the other end of the fork shaft is connected to the fork, and one end of the fork far from the fork shaft is connected to the internal gear ring.

[0018] Preferably, the transmission shaft one is connected to the front and rear axles of the vehicle.

[0019] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0020] 1. Multiple driving modes cover all scenarios to meet the power requirements of the whole scene;

[0021] 2. Double optimization of improving mechanical transmission efficiency and reducing energy consumption;

[0022] 3. The collaborative innovation of structural compactness and control intelligence significantly enhances the market competitiveness of hybrid vehicle models. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 It is a schematic top view structure of the present invention Figure 1 ;

[0024] Figure 2 It is a schematic top view structure of the present invention Figure 2 ;

[0025] Figure 3 It is a schematic diagram of the structure of each shaft body in the present invention;

[0026] Figure 4 It is a schematic diagram of the fork shaft control in the present invention;

[0027] Figure 5 It is a schematic diagram of the connection between the transmission shaft one and the intermediate shaft one in the present invention;

[0028] Figure 6 It is a schematic diagram of the connection between the transmission shaft three and the connecting shaft two of the present invention.

[0029] In the figure: 1. transmission housing; 2. engine; 3. motor; 4. fork shaft; 5. end cover; 6. transmission shaft 1; 7. transmission shaft 2; 8. transmission shaft 3; 9. pulley 1; 10. belt; 11. pulley 2; 12. gear 1; 13. transmission shaft 4; 14. gear 2; 15. gear 3; 16. gear 4; 17. intermediate shaft 1; 18. connecting shaft 1; 19. gear 5; 20. gear 6; 21. gear 7; 22. key tooth 1; 23. gear 9; 24. gear 10; 25. key tooth 2; 26. inner gear ring; 27. shift fork; 28. gear ring 1; 29. ​​gear ring 2; 30. connecting shaft 2; 31. gear 11. DETAILED DESCRIPTION

[0030] In the present invention, the descriptions of "first", "second", etc. are only used for descriptive purposes, and do not specifically refer to the order or sequence, nor are they used to limit the present invention. They are only used to distinguish the protective components or operations described with the same technical terms, and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In addition, the technical solutions and technical features between the various embodiments can be combined with each other, but they must be based on the ability of ordinary technicians in the field to implement them. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such a combination of technical solutions does not exist and is not within the scope of protection required by the present invention.

[0031] See also Figures 1 - 6 A technical means provided by the present invention comprises: a transmission case 1, an engine 2 is installed on the outer wall of one side of the transmission case 1, a motor 3 is installed on the outer wall of the other side of the transmission case 1, a transmission shaft 1 6, a transmission shaft 2 7, a transmission shaft 3 8 and a transmission shaft 4 13 are rotatably installed in the transmission case 1, and the transmission shaft 1 6 is connected to the front axle of the vehicle.

[0032] Preferably, a pulley 1 9 is sleeved on the transmission shaft 3 8 , a pulley 2 11 is fixedly sleeved on the output shaft of the motor 3 , and the pulley 1 9 and the pulley 2 11 are connected in transmission via a belt 10 .

[0033] Preferably, gear two 14 is sleeved on the outer wall of transmission shaft four 13, and gear three 15, gear four 16 and gear five 19 are sleeved in sequence along the outer wall of intermediate shaft one 17. One end of connecting shaft one 18 is connected to intermediate shaft one 17 through a bearing, and the other end of connecting shaft one 18 is fixedly provided with transmission shaft one 6.

[0034] Preferably, a ring of first key teeth 22 is fixedly provided on the outer wall of one side of the intermediate shaft one 17 close to the connecting shaft one 18, a ring of second gear ring 29 is fixedly provided on the outer wall of one side of the connecting shaft one 18 close to the intermediate shaft one 17, the sixth gear 20 is slidably sleeved on the outer wall of the connecting shaft one 18, and a tooth groove meshing with the second gear ring 29 is provided on the inner wall of the sixth gear 20.

[0035] Preferably, a seventh gear 21 and a ninth gear 23 are sequentially slidably sleeved on the outer wall of the transmission shaft two 7, and both the seventh gear 21 and the ninth gear 23 are key-connected to the transmission shaft two 7.

[0036] Preferably, the seventh gear 21 meshes with the fourth gear 16, and the fifth gear 19 meshes with the ninth gear 23.

[0037] Preferably, one end of the transmission shaft three 8 away from the first pulley 9 is connected to the connecting shaft two 30 through a bearing, a ring of second key teeth 25 is fixedly provided on the connecting shaft two 30, and the tenth gear 24 is fixedly sleeved on the outer wall of the connecting shaft two 30.

[0038] Preferably, a first gear ring 28 is provided on the outer wall of the transmission shaft three 8, and the internal gear ring 26 is slidably sleeved on the outer wall of the transmission shaft three 8, and the internal gear ring 26 meshes with the first gear ring 28.

[0039] Preferably, one end of the fork shaft 4 is connected to the power control system of the vehicle, the other end of the fork shaft 4 is connected to the fork 27, and one end of the fork 27 away from the fork shaft 4 is connected to the internal gear ring 26.

[0040] Preferably, the transmission shaft one 6 is connected to the front and rear axles of the vehicle.

[0041] The working principle of the above solution is: The transmission device is electrically connected to the central electronic control module of the vehicle and can output corresponding driving states through control strategies.

[0042] The first driving state:

[0043] The seventh gear 21 is disengaged from the fourth gear 16, the ninth gear 23 is disengaged from the fifth gear 19, the eleventh gear 31 and the sixth gear 20 are disengaged. The engine 2 drives the first gear 12 to rotate, which in turn drives the second gear 14 to rotate. Then, the intermediate shaft one 17 is driven to rotate through the third gear 15. The sixth gear 20 is controlled to move to mesh with the first key teeth 22. At this time, the sixth gear 20 serves as a power connection member between the intermediate shaft one 17 and the connecting shaft one 18. At this time, the engine 2 directly drives the transmission shaft one 6 to drive the vehicle to move forward.

[0044] The second driving state:

[0045] The seventh gear 21 meshes with the fourth gear 16, the ninth gear 23 is disengaged from the fifth gear 19, the eleventh gear 31 and the sixth gear 20 are disengaged. The engine 2 directly drives, and the torque can be increased through the cooperation of the seventh gear 21 and the fourth gear 16.

[0046] The third driving state:

[0047] Gear seven 21 is disengaged from gear four 16, gear nine 23 meshes with gear five 19, gear eleven 31 and gear six 20 are disengaged, and the engine 2 directly drives. The torque can be changed through the engagement of gear nine 23 and gear five 19.

[0048] The fourth driving state:

[0049] Gear seven 21 is disengaged from gear four 16, gear nine 23 is disengaged from gear five 19, gear eleven 31 meshes with gear six 20, the engine 2 directly drives, and the torque can be changed through the engagement of gear eleven 31 and gear six 20.

[0050] The fifth driving state:

[0051] Gear seven 21 meshes with gear four 16, gear nine 23 meshes with gear five 19, gear eleven 31 meshes with gear six 20, the engine 2 directly drives, and the torque can be changed through the engagement of gear seven 21 and gear four 16, gear nine 23 and gear five 19, gear eleven 31 and gear six 20.

[0052] The sixth driving state:

[0053] Gear seven 21 is disengaged from gear four 16, gear nine 23 meshes with gear five 19, gear eleven 31 and gear six 20 are disengaged. The fork shaft 4 controls the inner gear ring 26 to move to mesh with the key tooth one 22 through the fork 27. At this time, the inner gear ring 26 serves as a power connecting part between the transmission shaft three 8 and the connecting shaft two 30. Meanwhile, the motor 3 starts and drives the transmission shaft three 8 to rotate through the pulley two 11, the belt 10 and the pulley one 9. Furthermore, while the transmission shaft three 8 drives the connecting shaft two 30 to rotate through the inner gear ring 26, the gear ten 24 drives the gear five 19 to rotate through the gear nine 23. At this time, the engine 2 and the motor 3 output power.

[0054] The seventh driving state:

[0055] Gear seven 21 is disengaged from gear four 16, gear nine 23 meshes with gear five 19, gear eleven 31 meshes with gear six 20, and gear six 20 is disengaged from the key tooth one 22. At this time, the motor 3 directly drives the transmission shaft one 6 to drive the vehicle to move forward.

[0056] The beneficial effects of the above solutions are:

[0057] 1. The engine directly drives efficiently (the first driving state)

[0058] Through the meshing of gear six 20 and spline tooth one 22, the engine directly drives the front / rear axles, simplifies the transmission path, improves mechanical efficiency, reduces energy consumption, and is applicable to steady-state conditions such as high-speed cruising.

[0059] 2. Flexible torque adjustment (second, third, and fourth driving states)

[0060] By meshing gear seven 21 with gear four 16 (second state) or gear nine 23 with gear five 19 (third state), multi-stage amplification or variable-speed output of the engine torque is achieved, adapting to high-load scenarios such as climbing slopes and heavy loads.

[0061] The meshing of gear eleven 31 with gear six 20 (fourth state) further expands the torque adjustment range and enhances the adaptability to complex road conditions.

[0062] 3. Synergistic effect of multiple gears (fifth driving state)

[0063] By simultaneously meshing three groups of gears (gear seven 21 - gear four 16, gear nine 23 - gear five 19, gear eleven 31 - gear six 20), ultra-high torque output under a compound transmission ratio is achieved to meet the requirements of extreme working conditions.

[0064] 4. Dual-power combined drive (sixth driving state)

[0065] By controlling the inner gear ring 26 through the fork shaft 4 to connect the drive shaft three 8 and the connecting shaft two 30, the power coupling of the engine and the motor is achieved. The motor supplements power through belt drive, and the engine drives gear five 19 through gear ten 24, forming a dual-power parallel output to improve acceleration performance and energy utilization rate.

[0066] 5. Pure electric drive with zero emissions (seventh driving state)

[0067] When the motor 3 directly drives the drive shaft one 6, the engine is completely disengaged, realizing pure electric mode operation, reducing emissions and meeting the requirements of urban short-distance driving.

[0068] 6. Quick switching by sliding sleeve

[0069] Through the design of gear sliding sleeve (such as gear six 20, gear seven 21, gear nine 23) meshing with spline teeth, quick switching of driving modes is achieved, reducing the power interruption time and improving driving smoothness.

[0070] 7. Modular transmission layout

[0071] The compact layout of the drive shaft system (shaft one to shaft four) and the intermediate shaft (shaft one 17), combined with the zoned design of belt drive and gear drive, reduces mechanical complexity and space occupancy, facilitating maintenance and cost control.

[0072] 8. Maximize energy utilization rate

[0073] The intelligent switching of the driving mode is carried out through the central electronic control module to optimize the working range of the engine and the motor, reduce mechanical losses, extend the cruising range, and balance fuel economy and electric environmental protection.

[0074] Through multi-stage gear meshing control and dual-power collaborative strategy, this technology has achieved:

[0075] 1. Full coverage of multiple driving modes to meet the power requirements of all scenarios;

[0076] 2. Dual optimization of improving mechanical transmission efficiency and reducing energy consumption;

[0077] 3. Collaborative innovation of compact structure and intelligent control, significantly enhancing the market competitiveness of hybrid vehicles.

[0078] The above shows and describes the basic principles, main features and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited by the above embodiments. What is described in the above embodiments and the specification only illustrates the principle of the present invention. Without departing from the spirit and scope of the present invention, the present invention will have various changes and improvements, and these changes and improvements all fall within the scope of the present invention claimed. The scope of protection claimed by the present invention is defined by the appended claims and their equivalents.

Claims

1. A hybrid power transmission device for a new energy vehicle, characterized in that: include: A transmission case (1) is provided, wherein an engine (2) is mounted on an outer wall of one side of the transmission case (1), and a motor (3) is mounted on an outer wall of the other side of the transmission case (1). A transmission shaft 1 (6), a transmission shaft 2 (7), a transmission shaft 3 (8) and a transmission shaft 4 (13) are rotatably mounted in the transmission case (1), and the transmission shaft 1 (6) is connected to a front axle of a vehicle.

2. The hybrid power transmission device for new energy vehicles according to claim 1, characterized in that: A belt pulley 1 (9) is sleeved on the transmission shaft 3 (8), a belt pulley 2 (11) is fixedly sleeved on the output shaft of the motor (3), and the belt pulley 1 (9) and the belt pulley 2 (11) are connected in transmission via a belt (10).

3. The hybrid power transmission device for new energy vehicles according to claim 1, characterized in that: The outer wall of the transmission shaft 4 (13) is sleeved with the gear 2 (14), and the outer wall of the intermediate shaft 1 (17) is sleeved with the gear 3 (15), the gear 4 (16) and the gear 5 (19) in sequence. One end of the connecting shaft 1 (18) is connected to the intermediate shaft 1 (17) through a bearing, and the other end of the connecting shaft 1 (18) is fixedly provided with the transmission shaft 1 (6).

4. The hybrid power transmission device for new energy vehicles according to claim 3, characterized in that: A circle of key teeth (22) is fixedly provided on the outer wall of the intermediate shaft (17) on one side close to the connecting shaft (18), a circle of gear ring (29) is fixedly provided on the outer wall of the connecting shaft (18) on one side close to the intermediate shaft (17), a gear (20) is slidably sleeved on the outer wall of the connecting shaft (18), and a tooth groove meshing with the gear ring (29) is provided on the inner wall of the gear (20).

5. The hybrid power transmission device for new energy vehicles according to claim 3, characterized in that: Gear 7 (21), gear 9 (23) and gear 11 (31) are sequentially slidably sleeved along the outer wall of transmission shaft 2 (7), and gear 7 (21), gear 9 (23) and gear 11 (31) are all key-connected with transmission shaft 2 (7).

6. The hybrid power transmission device for new energy vehicles according to claim 5, characterized in that: Gear seven (21) meshes with gear four (16), and gear five (19) meshes with gear nine (23).

7. The hybrid power transmission device for new energy vehicles according to claim 5 is characterized in that: One end of the transmission shaft 3 (8) away from the pulley 1 (9) is connected to the connecting shaft 2 (30) through a bearing, a circle of key teeth 2 (25) is fixedly provided on the connecting shaft 2 (30), and the gear 10 (24) is fixedly sleeved on the outer wall of the connecting shaft 2 (30).

8. The hybrid power transmission device for new energy vehicles according to claim 7, characterized in that: A gear ring 1 (28) is provided on the outer wall of the transmission shaft 3 (8), and an inner gear ring (26) is slidably sleeved on the outer wall of the transmission shaft 3 (8), and the inner gear ring (26) is meshed with the gear ring 1 (28).

9. The hybrid power transmission device for new energy vehicles according to claim 8, characterized in that: One end of the cross shaft (4) is connected to the power control system of the vehicle, and the other end of the cross shaft (4) is connected to the fork (27). One end of the fork (27) away from the cross shaft (4) is connected to the internal gear ring (26).

10. The hybrid power transmission device for a new energy vehicle according to claim 1, characterized in that The first transmission shaft (6) is connected to the front and rear axles of the vehicle.

Images