Multi-mode single-motor hybrid driving system

Abstract

The invention provides a multi-mode single-motor hybrid drive system. The multi-mode single-motor hybrid drive system comprises an engine; an input shaft; the motor is fixedly connected to the motor shaft; the motor shaft is a hollow shaft, the outer diameter surface of the motor shaft is provided with a motor gear driving gear, and the half shaft penetrates through an inner diameter hole, so that the motor and the half shaft are kept in a coaxial state; the intermediate shaft is arranged between the input shaft and the motor shaft, and a first-gear driven gear, a second-gear driven gear and an intermediate shaft driving gear are arranged on the intermediate shaft; wherein the first-gear driven gear is meshed with the motor-gear driving gear, and the second-gear driven gear is meshed with the second-gear driving gear; the synchronizer is arranged on the intermediate shaft between the first-gear driven gear and the second-gear driven gear, and the torque is output to a half shaft by the intermediate shaft driving gear through the combination of the synchronizer; a half axle gear of the differential mechanism is connected with the half axle so as to output torque to wheels.

Description

Technical Field

[0001] This invention pertains to a hybrid drive system, specifically a multi-mode single-motor hybrid drive system. Background Technology

[0002] With the continuous development of new energy vehicle technology, hybrid vehicles have received widespread attention due to their balance between driving range and fuel economy. Currently, the hybrid architecture of new energy vehicles is mainly divided into three categories: dual-motor multi-mode hybrid architecture, single-motor range-extended architecture, and single-motor direct-drive architecture derived from single-motor range extender architecture.

[0003] However, existing hybrid power architectures still have some shortcomings in practical applications: Firstly, for dual-motor multi-mode hybrid architectures, different combinations of clutch devices are typically used to achieve power coupling in different modes. However, the use of dual motors and dual electronic control systems results in relatively high manufacturing costs for the entire vehicle. In some early multi-power source layouts, the generator and drive motor were independent of each other, making effective power coupling impossible.

[0004] Secondly, for the single-motor range extender architecture, the main function of the single motor is to act as a generator driven by the engine to charge the battery. It cannot be used directly as a power source to drive the wheels, and the power output mode is relatively simple.

[0005] Finally, to optimize cost and performance, the mainstream development in the market currently focuses on single-motor direct-drive solutions (such as P1.5 technology). In existing single-motor direct-drive architectures, there are two main ways the engine and motor are connected: one is that the engine and motor are arranged coaxially, with speed increased through a planetary gear system; the other is that the engine speeds up the motor through a pair of gears on a parallel shaft, with the motor typically positioned away from the half-shaft. However, this conventional single-motor direct-drive configuration has the following significant drawbacks: High space requirements: In existing single-motor direct-drive systems, the motor and engine are usually arranged side-by-side axially, requiring significant axial and radial space for the entire vehicle, making it difficult to meet the layout requirements of compact vehicles. Although existing technologies have attempted to use low-speed, high-efficiency flat motors to save space, this further increases manufacturing costs. Difficulty in balancing power and economy: In existing single-motor direct-drive solutions, the engine and motor typically only have one gear. A single gear ratio cannot guarantee that the engine and motor are in their optimal operating range at various vehicle speeds, thus making it difficult to simultaneously achieve both high power during low-speed acceleration and good fuel economy during high-speed cruising.

[0006] Therefore, how to provide a hybrid drive system that is compact in structure, occupies little space, and can achieve multi-gear power output to balance the power and economy of the vehicle has become a technical problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0007] The purpose of this invention is to overcome the shortcomings of existing technologies and provide a multi-mode single-motor hybrid drive system. Addressing the limitations of current mainstream single-motor direct-drive solutions, which are not compact enough and can only achieve engine and motor first gear, this invention aims to provide a hybrid architecture that uses the same number of clutch devices in a conventional single-motor direct-drive configuration, minimizing the overall axial length and the number of shafts, while enabling engine and motor second gear output. To solve the above technical problems, this invention provides a multi-mode single-motor hybrid drive system, comprising: engine; An input shaft is selectively connected to or disconnected from the engine via a clutch to output engine power. A first-speed drive gear and a second-speed drive gear are arranged on the input shaft. The motor is fixedly connected to the motor shaft; The motor shaft is a hollow shaft with a motor drive gear on its outer diameter surface and an inner diameter hole for the half shaft to pass through, so that the motor and the half shaft are kept coaxial. An intermediate shaft is located between the input shaft and the motor shaft, and a first-gear driven gear, a second-gear driven gear, and an intermediate shaft drive gear are arranged on it; wherein, the first-gear driven gear meshes with the motor drive gear, and the second-gear driven gear meshes with the second-gear drive gear; A synchronizer is arranged on the intermediate shaft between the first gear driven gear and the second gear driven gear. The synchronizer enables the intermediate shaft drive gear to output torque to the half shaft. A differential, in which a half-shaft gear is connected to the half-shaft to output torque to the wheels.

[0008] Furthermore, the first gear drive gear on the input shaft engages with the first gear driven gear on the intermediate shaft.

[0009] Furthermore, the motor shaft and the input shaft share a single intermediate shaft driven gear, forming a three-tooth structure to jointly transmit torque to the intermediate shaft.

[0010] Furthermore, the synchronizer has three position states: when engaged to one side, the first driven gear is fixedly connected to the intermediate shaft; when in the middle position, the intermediate shaft is completely disconnected from the two driven gears; when engaged to the other side, the second driven gear is fixedly connected to the intermediate shaft.

[0011] Furthermore, the clutch is arranged between the engine shaft and the input shaft and can be engaged or disengaged according to control commands.

[0012] Furthermore, the clutch is a wet friction plate clutch or an electromagnetic clutch.

[0013] Furthermore, the synchronizer is a synchronizer with a friction ring or a dog-tooth synchronizer without friction plates.

[0014] Furthermore, the input shaft adopts a sleeve structure, and the clutch is arranged at the rear end of the input shaft.

[0015] Furthermore, by engaging or disengaging the clutch and the synchronizer, at least seven operating modes can be achieved, including: engine 1st gear, engine 2nd gear, motor 1st gear, motor 2nd gear, parallel 1st gear, parallel 2nd gear, and driving charging / idle charging mode.

[0016] Furthermore, the drive system is a three-shaft design consisting of only an input shaft, an intermediate shaft, and a differential half-shaft, and the position of the motor is arranged side by side with the engine in the radial direction.

[0017] The present invention has the following beneficial effects

[0018] 1. This invention uses a half-shaft passing through the hollow shaft of the motor to arrange the motor and differential coaxially, with the motor positioned alongside the engine in the radial direction. This system has only a conventional three-shaft design: input shaft, output shaft, and differential, minimizing the number of shafts in the assembly and significantly reducing axial space requirements, thus greatly reducing the layout space.

[0019] 2. This invention achieves two-speed power transmission from both the engine and motor to the wheels via a single clutch and a synchronizer. Simultaneously, a pair of triple gears establishes the speed ratio between the engine and motor, ensuring a larger efficient overlap zone and thus guaranteeing the overall vehicle's fuel economy.

[0020] 3. This invention achieves seven power modes using only a single motor and a limited number of transmission system components (specifically, one motor, two clutches, and seven gears, including one reusable gear). These modes include engine 2-speed direct drive, motor 2-speed drive, parallel drive, and on-the-go charging, etc. By combining and coupling different power sources, the overall power and economy of the vehicle are comprehensively improved. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the structure of one embodiment of the multi-mode single-motor hybrid drive system of the present invention; Figure 2 This is a schematic diagram of an alternative embodiment (variant) of the multi-mode single-motor hybrid drive system of the present invention; Figure 3 Engine 1st gear diagram; Figure 4 Engine 2nd gear diagram; Figure 5 Schematic diagram of motor gear 1; Figure 6 Schematic diagram of motor speed 2; Figure 7 Schematic diagram of parallel first gear; Figure 8 Schematic diagram of parallel 2-speed connection; Figure 9 Diagram of charging while driving / idling; To more clearly demonstrate the gear positions, therefore Figures 3 to 9 It was marked in red.

[0022] Figure Labels

[0023] 10-Engine; 20-Clutch; 21-Input shaft; 22-1st gear drive gear; 23-2nd gear drive gear; 30-Intermediate shaft; 31-1st gear driven gear; 32-2nd gear driven gear; 33-Intermediate shaft drive gear; 40-Synchronizer; 50-Motor; 51-Motor shaft; 60-Differential; 70-Half shaft; 80-Electromagnetic clutch; 81-Input shaft sleeve structure; 90-Dog-tooth clutch. Detailed Implementation

[0024] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for illustrative purposes only and are not intended to limit the invention.

[0025] This invention provides a multi-mode single-motor hybrid drive system, comprising: Engine 10; The input shaft 21 is selectively connected to or disconnected from the engine 10 via the clutch 20, and is used to output engine power. The input shaft 21 is equipped with a first-speed drive gear 22 and a second-speed drive gear 23. Motor 50, which is fixedly connected to motor shaft 51; The motor shaft 51 is a hollow shaft with a motor drive gear on its outer diameter surface and an inner diameter hole for the half shaft 70 to pass through, so that the motor 50 and the half shaft 70 are kept coaxial. An intermediate shaft 30 is located between the input shaft 21 and the motor shaft 51, and a first-gear driven gear 31, a second-gear driven gear 32, and an intermediate shaft drive gear 33 are arranged on it; wherein, the first-gear driven gear 31 meshes with the motor drive gear, and the second-gear driven gear 32 meshes with the second-gear drive gear 23; Synchronizer 40 is arranged on the intermediate shaft 30 between the first driven gear 31 and the second driven gear 32. Through the engagement of the synchronizer 40, the intermediate shaft drive gear 33 outputs torque to the half shaft 70. The differential 60 has its half-shaft gear connected to the half-shaft 70 to output torque to the wheels. Furthermore, the first-gear drive gear 22 on the input shaft 21 engages with the first-gear driven gear 31 on the intermediate shaft 30.

[0026] Furthermore, the motor shaft 51 and the input shaft 21 share a single intermediate shaft first-gear driven gear 31, forming a three-tooth structure to jointly transmit torque to the intermediate shaft 30.

[0027] Furthermore, the synchronizer 40 has three position states: when engaged to one side, the first driven gear 31 is fixedly connected to the intermediate shaft 30; when in the middle position, the intermediate shaft 30 is completely disconnected from the two driven gears 31 and 32; when engaged to the other side, the second driven gear 32 is fixedly connected to the intermediate shaft 30.

[0028] Furthermore, the clutch 20 is arranged between the engine shaft and the input shaft 21 and can be engaged or disengaged according to control commands.

[0029] Furthermore, the clutch is a wet friction plate clutch 20 or an electromagnetic clutch 80.

[0030] Furthermore, the synchronizer is a synchronizer 40 with friction rings or a dog clutch (or dog synchronizer) 9090 without friction plates.

[0031] Furthermore, the input shaft 21 adopts an input shaft sleeve structure 81, and the electromagnetic clutch 80 is arranged at the rear end of the input shaft 21.

[0032] Furthermore, by engaging or disengaging the clutches 20 and 80 and the synchronizers 40 and 90, at least seven operating modes can be achieved, including: engine 1st gear, engine 2nd gear, motor 1st gear, motor 2nd gear, parallel 1st gear, parallel 2nd gear, and driving charging / idle charging mode.

[0033] Furthermore, the drive system is a three-axis design consisting only of an input shaft 21, an intermediate shaft 30, a differential 60, and a half-shaft 70, and the position of the motor 50 is arranged side by side with the engine 10 in the radial direction.

[0034] Example

[0035] like Figure 1As shown, one embodiment of the present invention provides a multi-mode single-motor hybrid drive system. The main structure of the system consists of only a three-axis design: an input shaft 21, an intermediate shaft 30, a differential 60, and its half-shafts 70. The engine 10 and the motor 50 are arranged side-by-side in the radial direction. A wet clutch 20 is provided at the output end of the engine 10, through which the input shaft 21 is selectively connected to or disconnected from the engine 10. A first-speed drive gear 22 and a second-speed drive gear 23 are arranged on the input shaft 21. The motor 50 is fixedly connected to a motor shaft 51, which is designed as a hollow shaft. The outer diameter surface of the motor shaft 51 is provided with a motor drive gear, and its inner diameter hole allows the half-shaft 70 extending from the differential 60 to pass through, cleverly keeping the motor 50 and the half-shaft 70 coaxial and greatly reducing axial space.

[0036] An intermediate shaft 30 is arranged between the input shaft 21 and the motor shaft 51. A first-gear driven gear 31 and a second-gear driven gear 32 are loosely fitted onto the intermediate shaft 30, and a driving gear 33 is fixedly connected to it. Specifically, the first-gear driven gear 31 meshes with both the first-gear driving gear 22 on the input shaft 21 and the gear on the motor shaft 51, forming a three-gear structure. The second-gear driven gear 32 meshes with the second-gear driving gear 23. A synchronizer 40 with a friction ring is arranged between the first-gear driven gear 31 and the second-gear driven gear 32. By moving the synchronizer 40 left and right, the gears of different gear positions can be fixedly connected to the intermediate shaft 30. Finally, the intermediate shaft driving gear 33 meshes with the outer ring gear of the differential 60, outputting torque to the half-shaft 70 and transmitting it to the wheels.

[0037] like Figure 2 The diagram illustrates a variant alternative embodiment of the invention. In this embodiment, the input shaft 21 employs an input shaft sleeve structure 81, allowing the clutch, which was originally located near the engine 10, to be positioned at the left end (rear end) of the input shaft 21, and its type is replaced with a lower-cost electromagnetic clutch 80. Simultaneously, the shifting mechanism on the intermediate shaft 30 is replaced with a frictionless dog clutch 90. Furthermore, the housing of the differential 60 can be positioned towards the engine side to further achieve a shorter axial distance. The gear meshing and power flow principles of this embodiment are consistent with the preferred embodiment.

[0038] In the above embodiments (such as) Figure 1 In the example shown), the clutch is positioned between the input shaft and the motor shaft, which is the most conventional design. Meanwhile, the wet clutch and synchronizer utilize a combination of sliding friction and synchronizer ring friction; this structure has relatively low requirements for speed difference and is easy to match and calibrate. Furthermore, the differential housing is located on the left side, facilitating differential selection. In the above alternative embodiments (such as...) Figure 2As shown, a dual-input shaft sleeve design is adopted. Although electromagnetic clutches and frictionless dog clutches are lower in cost, they require synchronized speeds before the dog teeth can engage. Therefore, the requirements for speed synchronization are high, and calibration and matching are more difficult. In addition, if the differential housing is located on the right side (engine side), although axial space can be further saved, interference with the intermediate shaft gear needs to be considered during selection.

[0039] Based on the above structure, this system can achieve at least the following 7 operating modes through different engagement states of clutch 20 and synchronizer 40 (or electromagnetic clutch 80 and dog clutch 90): like Figure 3 The diagram shows the No.1 engine in first gear operation mode. In this mode, clutch 20 is engaged, and synchronizer 40 engages to the right, fixing the first gear driven gear 31 to the intermediate shaft 30. The power transmission route is as follows: engine 10 outputs power, which is transmitted via clutch 20 to input shaft 21, then via first gear drive gear 22 to first gear driven gear 31, subsequently driving the intermediate shaft 30 to rotate, and then via intermediate shaft drive gear 33 to differential 60, finally driving the wheels via half-shaft 70.

[0040] like Figure 4 As shown, this is the No.2 engine's second-gear operating mode. In this mode, clutch 20 engages, and synchronizer 40 engages to the left, fixing the second-gear driven gear 32 to the intermediate shaft 30. The power transmission route is as follows: engine 10 outputs power, which is transmitted via clutch 20 to input shaft 21, then via second-gear drive gear 23 to second-gear driven gear 32, subsequently driving the intermediate shaft 30 to rotate. The power is then transmitted via intermediate shaft drive gear 33 and differential 60 to half-shaft 70 to drive the wheels, achieving high-speed direct drive.

[0041] like Figure 5 The diagram shows the No.3 motor in its first gear operating mode. In this mode, the system is in pure electric drive, clutch 20 is disengaged (decoupled from the engine), and synchronizer 40 engages to the right. The power transmission route is as follows: the motor 50 outputs power, which is transmitted via the motor shaft 51 to the normally meshed first gear driven gear 31. Because synchronizer 40 is engaged to the right, the power is directly transmitted to the intermediate shaft 30, and then via the intermediate shaft drive gear 33 and differential 60 to the half-shaft 70.

[0042] like Figure 6As shown, this is the No.4 motor in its second-gear operating mode. In this mode, clutch 20 is disengaged, and synchronizer 40 engages to the left. The power transmission route is as follows: the motor 50 outputs power, which is transmitted via motor shaft 51 to the first-gear driven gear 31; due to the structure of the triple gear, the power is transmitted in the reverse direction to the first-gear drive gear 22, causing the input shaft 21 to idle; subsequently, the power is transmitted via the second-gear drive gear 23 on the input shaft 21 to the meshing second-gear driven gear 32, enters the intermediate shaft 30, and finally is transmitted to the differential 60 and half-shaft 70.

[0043] like Figure 7 As shown, this is the No.5 parallel first-gear operating mode. In this mode, the system requires maximum power output; clutch 20 engages, and synchronizer 40 engages to the right. Power from engine 10 is transmitted to first-gear driven gear 31 via first-gear drive gear 22, while power from motor 50 is also transmitted to first-gear driven gear 31 via motor shaft 51. The two power sources achieve torque coupling at first-gear driven gear 31, jointly transmitting power to intermediate shaft 30 and outputting it to the wheels.

[0044] like Figure 8 As shown, this is the No.6 parallel 2nd gear working mode. In this mode, clutch 20 is engaged, and synchronizer 40 is engaged to the left. The power of engine 10 is transmitted to the 2nd gear driven gear 32 according to the engine 2nd gear route; at the same time, the power of motor 50 is transmitted to the input shaft 21 via the 1st gear driven gear 31 and the 1st gear driving gear 22. After the two power streams are coupled on the input shaft 21, they are transmitted together via the 2nd gear driving gear 23 to the 2nd gear driven gear 32, and then to the intermediate shaft 30 and output to the wheels.

[0045] like Figure 9 The diagram shows the No. 7 driving / idle charging operating mode. In idle charging mode, the vehicle is stationary, synchronizer 40 is in neutral (fully disengaged), and clutch 20 is engaged. Engine 10 runs, and power is transmitted via input shaft 21 and first-gear drive gear 22 to first-gear driven gear 31, which in turn drives the constantly meshed motor shaft 51 to rotate, driving motor 50 to generate electricity. In driving charging mode (e.g., engine direct drive), the engine has surplus power. While driving the wheels along a predetermined route, some torque is used to reverse-drive motor 50 through the meshing relationship between first-gear drive gear 22 and first-gear driven gear 31, generating electricity and achieving energy recovery and replenishment.

[0046] The embodiments described above are merely further illustrations of the present invention and are not intended to limit the present invention in any other way. The present invention may have many other embodiments. Without departing from the spirit and essence of the present invention, those skilled in the art can make various corresponding modifications and changes based on the present invention, but all such modifications and changes should fall within the protection scope of the present invention.

Claims

1. A multi-mode single-motor hybrid drive system, characterized in that, include: engine; An input shaft is selectively connected to or disconnected from the engine via a clutch to output engine power. A first-speed drive gear and a second-speed drive gear are arranged on the input shaft. The motor is fixedly connected to the motor shaft; The motor shaft is a hollow shaft with a motor drive gear on its outer diameter surface and an inner diameter hole for the half shaft to pass through, so that the motor and the half shaft are kept coaxial. An intermediate shaft is located between the input shaft and the motor shaft, and a first-gear driven gear, a second-gear driven gear, and an intermediate shaft drive gear are arranged on it; wherein, the first-gear driven gear meshes with the motor drive gear, and the second-gear driven gear meshes with the second-gear drive gear; A synchronizer is arranged on the intermediate shaft between the first gear driven gear and the second gear driven gear. The synchronizer enables the intermediate shaft drive gear to output torque to the half shaft. A differential, in which a half-shaft gear is connected to the half-shaft to output torque to the wheels.

2. The multi-mode single-motor hybrid drive system according to claim 1, characterized in that, The first gear drive gear on the input shaft engages with the first gear driven gear on the intermediate shaft.

3. The multi-mode single-motor hybrid drive system according to claim 2, characterized in that, The motor shaft and the input shaft share a single intermediate shaft driven gear, forming a three-tooth structure to jointly transmit torque to the intermediate shaft.

4. The multi-mode single-motor hybrid drive system according to claim 1, characterized in that, The synchronizer has three position states: when engaged to one side, the first driven gear is fixedly connected to the intermediate shaft; when in the middle position, the intermediate shaft is completely disconnected from the two driven gears; when engaged to the other side, the second driven gear is fixedly connected to the intermediate shaft.

5. The multi-mode single-motor hybrid drive system according to claim 1, characterized in that, The clutch is located between the engine shaft and the input shaft and can be engaged or disengaged according to control commands.

6. The multi-mode single-motor hybrid drive system according to claim 5, characterized in that, The clutch is either a wet friction plate clutch or an electromagnetic clutch.

7. The multi-mode single-motor hybrid drive system according to claim 1, characterized in that, The synchronizer is either a synchronizer with a friction ring or a dog-tooth synchronizer without friction plates.

8. The multi-mode single-motor hybrid drive system according to claim 1, characterized in that, The input shaft adopts a sleeve structure, and the clutch is arranged at the rear end of the input shaft.

9. The multi-mode single-motor hybrid drive system according to claim 1, characterized in that, By engaging or disengaging the clutch and the synchronizer, at least seven operating modes can be achieved, including: engine 1st gear, engine 2nd gear, motor 1st gear, motor 2nd gear, parallel 1st gear, parallel 2nd gear, and driving charging / idle charging mode.

10. The multi-mode single-motor hybrid drive system according to claim 1, characterized in that, The drive system is a three-shaft design consisting of only an input shaft, an intermediate shaft, and a differential half-shaft, and the motor is arranged side by side with the engine in the radial direction.

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