Hybrid power system and vehicle

Abstract

The application relates to a hybrid power system and a vehicle, which comprises an engine (10), a generator (20), a first clutch (30), a driving motor (40), a differential (50) and a first intermediate shaft (60); wherein the input shaft (21) of the generator (20) is connected with the output shaft (11) of the engine (10); the axis of the driving motor (40) is arranged in parallel with the axis of the engine (10), the input shaft (41) of the driving motor (40) is coaxially arranged with the half shaft (51) of the differential (50), and the driving motor (40) and the differential (50) are located on the side of the engine (10); the half shaft (51) of the differential (50) is connected with the first intermediate shaft (60), and the first intermediate shaft (60) is power-coupled with the engine (10) through the first clutch (30). Through the application, the axial space occupation of the rear end of the engine is greatly shortened, and the power assembly structure is more compact.

Description

Technical Field

[0001] This application relates to the field of hybrid technology, and in particular to a hybrid system and vehicle. Background Technology

[0002] Hybrid systems can switch between engine direct drive mode and pure electric mode. Currently, mainstream hybrid systems on the market mainly consist of an engine, generator, drive motor, clutch, and differential, and most adopt a parallel shaft structure design, meaning the generator, drive motor, and differential are all located at the rear of the engine and connected to the engine via a second intermediate shaft. Because many components are located at the rear of the engine, the axial length of the powertrain is relatively large, resulting in a significant increase in overall vehicle space requirements.

[0003] Currently, no effective solution has been proposed to address the issue of the large axial space occupied by the powertrain within hybrid power systems. Summary of the Invention

[0004] This application provides a hybrid power system and a vehicle to at least solve the problem of large axial space occupation of the powertrain inside a hybrid power system in the related art.

[0005] In a first aspect, embodiments of this application provide a hybrid power system, including: an engine, a generator, a first clutch, a drive motor, a differential, and a first intermediate shaft; wherein,

[0006] The input shaft of the generator is connected to the output shaft of the engine;

[0007] The axis of the drive motor is parallel to the axis of the engine, the input shaft of the drive motor is coaxial with the half shaft of the differential, and the drive motor and the differential are located on the side of the engine.

[0008] The differential's half-shaft is connected to the first intermediate shaft, and the first intermediate shaft is coupled to the engine's power via the first clutch.

[0009] In some embodiments, the input shaft of the drive motor is hollow, and the half-shaft of the differential and the first intermediate shaft are both inserted inside the input shaft of the drive motor.

[0010] In some embodiments, the first intermediate shaft is connected to the output shaft of the engine via a first gear pair.

[0011] In some embodiments, the housing of the engine is integrated with the housing of the drive motor.

[0012] In some embodiments, the rotor shaft of the generator is a one-piece shaft supported by two bearings.

[0013] In some embodiments, the hybrid power system further includes a flywheel damper disposed at the rear end of the engine and connected to the engine's output shaft.

[0014] In some embodiments, the hybrid power system further includes:

[0015] The second intermediate shaft is connected to the output shaft of the first clutch via a second gear pair and to the first intermediate shaft via a third gear pair.

[0016] In some embodiments, the hybrid power system further includes:

[0017] The second clutch is located on the output side of the drive motor, and the differential is poweredly coupled to the drive motor through the second clutch.

[0018] In some embodiments, the driving mode of the hybrid power system includes a direct drive mode, in which the first clutch is engaged and the second clutch is disengaged, and the power output by the engine is transmitted to the first intermediate shaft through the first clutch, and then to the differential through the first intermediate shaft.

[0019] In some embodiments, the driving mode of the hybrid power system includes a pure electric mode, in which the first clutch is disengaged and the second clutch is engaged, and the power output by the drive motor is transmitted to the differential through the second clutch.

[0020] Secondly, embodiments of this application provide an automobile, including: a vehicle body, wherein the vehicle body is provided with the hybrid power system described in the first aspect.

[0021] Compared to related technologies, the hybrid power system and vehicle provided in this application embodiment change the traditional axial series layout of the drive motor and differential from the rear end of the engine to a transverse arrangement on the side of the engine and coaxial connection. This changes the axial length that the traditional hybrid power system adds to accommodate the drive motor, significantly shortens the axial space occupied at the rear end of the engine, and makes the powertrain structure more compact.

[0022] Details of one or more embodiments of this application are set forth in the following drawings and description to make other features, objects and advantages of this application more readily apparent. Attached Figure Description

[0023] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0024] Figure 1 This is a schematic diagram of the structure of a hybrid power system in related technologies;

[0025] Figure 2 This is a schematic diagram of the hybrid power system in one embodiment of this application. Figure 1 ;

[0026] Figure 3 This is a schematic diagram of the structure of a partial housing model of a hybrid power system in one embodiment of this application;

[0027] Figure 4 This is a schematic diagram of the hybrid power system in one embodiment of this application. Figure 2 ;

[0028] Figure 5 This is a schematic diagram of the hybrid power system in one embodiment of this application. Figure 3 ;

[0029] Figure 6 This is a schematic diagram of the hybrid power system in one embodiment of this application. Figure 4 ;

[0030] Figure 7 This is a schematic diagram of the hybrid power system in one embodiment of this application. Figure 5 ;

[0031] Figure 8 This is a schematic diagram of the hybrid power system in one embodiment of this application. Figure 6 .

[0032] Reference numerals: 10, Engine; 20, Generator; 30, First Clutch; 40, Drive Motor; 50, Differential; 21, Generator Input Shaft; 11, Engine Output Shaft; 41, Drive Motor Input Shaft; 42, Drive Motor Output Shaft; 51, Differential Half Shaft; C11, Engine Gear; C12, Intermediate Shaft Gear; C7, Engine Output Shaft Gear; 22, Rotor Shaft; 60, First Intermediate Shaft; 70, Flywheel Shock Absorber; 80, Second Intermediate Shaft; 90, Second Clutch; C1, First Gear Pair; C2, Second Gear Pair; C3, Third Gear Pair; C4, Fourth Gear Pair; C5, Fifth Gear Pair; A1, Engine Housing; A2, Drive Motor Housing; A3, Frame. Detailed Implementation

[0033] To make the objectives, technical solutions, and advantages of this application clearer, the application is described and illustrated below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the application. All other embodiments obtained by those skilled in the art based on the embodiments provided in this application without inventive effort are within the scope of protection of this application. Furthermore, it is understood that although the efforts made in such a development process may be complex and lengthy, for those skilled in the art related to the content disclosed in this application, modifications to design, manufacturing, or production based on the technical content disclosed in this application are merely conventional technical means and should not be construed as insufficient disclosure of the content of this application.

[0034] In this application, the reference to "embodiment" means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment that is mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described in this application may be combined with other embodiments without conflict.

[0035] Unless otherwise defined, the technical or scientific terms used in this application shall have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms “a,” “an,” “an,” “the,” and similar words used in this application do not indicate quantity limitation and may indicate singular or plural. The terms “comprising,” “including,” “having,” and any variations thereof used in this application are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or device that includes a series of steps or modules (units) is not limited to the listed steps or units, but may also include steps or units not listed, or may include other steps or units inherent to these processes, methods, products, or devices. The terms “connected,” “linked,” “coupled,” and similar words used in this application are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. “Multiple” used in this application means two or more. “And / or” describes the relationship between related objects, indicating that three relationships may exist; for example, “A and / or B” can represent: A alone, A and B simultaneously, and B alone. The terms “first,” “second,” “third,” etc., used in this application are merely to distinguish similar objects and do not represent a specific ordering of the objects.

[0036] To clearly illustrate the technical solution of this application, left, right, top, and bottom are defined in the following figures, and the yellow arrows represent output torque.

[0037] Figure 1 This is a schematic diagram of the structure of a hybrid power system in related technologies, such as... Figure 1 As shown, the hybrid powertrain mainly consists of an engine, generator, clutch, drive motor, and differential. The generator, drive motor, and differential are all located at the rear of the engine and connected to it via an intermediate shaft. Because many components are located at the rear of the engine, the powertrain has a relatively large axial length, resulting in a significant increase in overall vehicle space requirements.

[0038] In one embodiment, Figure 2 A hybrid power system is provided, comprising: an engine 10, a generator 20, a first clutch 30, a drive motor 40, a differential 50, and a first intermediate shaft 60.

[0039] Engine 10 serves as the primary power source, providing mechanical energy. Generator 20 is located at the rear end of engine 10 (slightly to the left in the diagram), and its input shaft 21 is connected to the engine output shaft 11 via a fifth gear pair C5. Generator 20 is used to start engine 10, power the battery, or assist the drive motor 40 in driving the vehicle.

[0040] The drive motor 40 has its axis parallel to the engine 10's axis. The drive motor input shaft 41 is coaxial with the differential half-shaft 51, and the drive motor 40 and differential 50 are located on the side of the engine 10. (Reference) Figure 2 The drive motor 40 and differential 50 are arranged laterally (i.e., along the width of the vehicle body) on one side of the engine 10 (i.e., at the lower end in the figure). The differential half-shaft 51 is fitted into the drive motor input shaft 41 to form a coaxial arrangement, saving space. The differential half-shaft 51 includes a long half-shaft and a short half-shaft, which are connected by the differential 50. The long half-shaft is coaxial with the drive motor input shaft 41, and the short half-shaft is used to connect the differential 50 and the vehicle's drive wheels.

[0041] The first clutch 30 is located at the rear end of the engine 10. A portion of the first clutch 30 is connected to the engine output shaft 11, and another portion is connected to the first intermediate shaft 60. The differential half-shaft 51 is connected to the first intermediate shaft 60, which is poweredly coupled to the engine 10 via the first clutch 30. By controlling the engagement and disengagement of the first clutch 30, the power transmission path between the engine 10 and the differential 50 can be selectively established or disconnected, thereby switching between engine direct drive mode and pure electric mode.

[0042] In this embodiment, the drive motor 40 and differential 50 are changed from the traditional axial series arrangement at the rear end of the engine to a transverse arrangement on the side of the engine 10 and coaxially set. This changes the axial length that the traditional hybrid system adds to accommodate the drive motor, significantly shortens the axial space occupied at the rear end of the engine 10, makes the powertrain structure more compact, and creates conditions for arranging a larger battery or improving the collision safety space.

[0043] In some embodiments, the gear assembly connected to the drive motor 40 or the differential 50 has one part located at the front end of the engine 10 and the other part located at the rear end of the engine 10. By splitting the gear assembly and arranging it at the front and rear ends of the engine 10 respectively (i.e., the left and right ends in the figure), the axial length of the powertrain is further compressed.

[0044] In one embodiment, such as Figure 2 As shown, the drive motor input shaft 41 has a hollow structure, and the differential half-shaft 51 and the first intermediate shaft 60 are both inserted inside the drive motor input shaft 41. In this embodiment, the drive motor input shaft 41 can be a one-piece shaft, which can be supported by several bearings (e.g., three) and designed as a hollow structure. Correspondingly, the differential half-shaft 51 and the first intermediate shaft 60 are both designed as solid shafts, and the differential half-shaft 51 and the first intermediate shaft 60 are interconnected and both inserted inside the drive motor input shaft 41. In traditional designs, the drive motor input shaft 41 and the differential half-shaft 51 need to be arranged sequentially along the axial direction, occupying additional length. In this embodiment, the differential half-shaft 51 is embedded inside the drive motor input shaft 41, eliminating intermediate connecting structures such as couplings, further reducing space requirements.

[0045] In one embodiment, such as Figure 2 As shown, the first intermediate shaft 60 is connected to the engine output shaft 11 via a first gear pair C1. In this embodiment, an engine gear shift gear C11 is fixed on the engine output shaft 11, and an intermediate shaft gear C12 is fixed on the first intermediate shaft 60. The intermediate shaft gear C12 meshes with the engine gear shift gear C11 to form the first gear pair C1. Through this shared first gear pair C1, the first intermediate shaft 60 and the engine 10 can share some gears and shafts to transmit power, reducing the number of transmission components and improving structural compactness.

[0046] In one embodiment, Figure 3 A structural schematic diagram of a partial shell model of a hybrid power system is provided, such as... Figure 3 As shown, the engine housing A1 and the drive motor housing A2 are integrated into one unit. In this embodiment, the engine housing A1 and the drive motor housing A2 can be integrally cast or machined and installed in the vehicle frame A3, achieving a compact design and reducing the cost of the hybrid power system.

[0047] In one embodiment, such as Figure 4 As shown, the rotor shaft 22 of the generator 20 is a one-piece shaft, supported by two bearings. Traditional generators use segmented rotor shafts and connecting shafts, requiring four bearings for support. This embodiment uses a one-piece shaft, eliminating intermediate connecting parts and potentially additional support bearings, reducing the number of parts, lowering the overall system weight and friction loss, while further improving the axial spatial layout of the entire powertrain and increasing transmission efficiency.

[0048] In one embodiment, such as Figure 5 As shown, the hybrid power system also includes a flywheel damper 70, which is located at the rear end of the engine 10 and connected to the engine output shaft 11. The flywheel damper 70 is used to attenuate the periodic torsional vibrations of the engine output shaft 11 and prevent them from being directly transmitted to the subsequent electric drive system.

[0049] In one embodiment, such as Figure 6 As shown, the hybrid power system also includes a second intermediate shaft 80, which is connected to the output shaft of the first clutch 30 via a second gear pair C2, and to the first intermediate shaft 60 via a third gear pair C3. In this embodiment, the second intermediate shaft 80 is connected to the output end of the first clutch 30 via one set of gear pairs (second gear pair C2), and to the first intermediate shaft 60 via another set of gear pairs (third gear pair C3). The second intermediate shaft 90 provides a power transmission path and a degree of freedom for gear ratio adjustment. Since the first intermediate shaft 60 is connected to the differential half-shaft 51, power can be directed from the centrally located first clutch 30 to the laterally arranged differential 50 by selecting an appropriate gear ratio.

[0050] In some embodiments, such as Figures 2 to 6 As shown, the first clutch 30 can be a multi-plate wet clutch, with its engagement pressure controlled by a hydraulic system. It has advantages such as large torque capacity, precise control, good heat dissipation, and long service life. In other embodiments, such as... Figure 7 As shown, the first clutch 30 can also be a conical clutch, which uses conical surface friction to transmit torque and has the advantages of smooth engagement and relatively simple structure. The appropriate clutch type can be selected according to different cost and performance requirements.

[0051] In one embodiment, such as Figure 8As shown, the combined power transmission system also includes a second clutch 90, located on the output shaft 42 side of the drive motor. The differential 50 is poweredly coupled to the drive motor 40 via the second clutch 90. In this embodiment, the second clutch 90 is connected to the output shaft 42 of the drive motor, which is connected to the differential half-shaft 51 via a fourth gear pair C4. The drive motor 40 adjusts the power connection between itself and the differential 50 via the second clutch 90. By controlling the engagement and disengagement of the second clutch 90, the power transmission path between the drive motor 40 and the differential 50 can be selectively established or disconnected.

[0052] The hybrid power system in this embodiment includes two driving modes: direct drive mode and pure electric mode.

[0053] In direct drive mode, the vehicle is directly driven by the engine 10. Specifically, the first clutch 30 is engaged, the second clutch 90 is disengaged, the engine 10 is running, the drive motor 40 is not running, and the power output by the engine 10 is transmitted to the first intermediate shaft 60 through the first clutch 30, and then to the differential 50 through the first intermediate shaft 60.

[0054] In pure electric mode, the vehicle is driven by the drive motor 40. Specifically, the first clutch 30 is disengaged, the second clutch 90 is engaged, the engine 10 is not running, the drive motor 40 is running, and the power output by the drive motor 40 is transmitted to the differential 50 through the second clutch 90.

[0055] In this embodiment, by coordinating the control of the first clutch 30 and the second clutch 90, the power transmission control of the entire vehicle becomes more flexible.

[0056] In one embodiment, a vehicle is provided, including a body body, within which a hybrid power system according to any of the above embodiments is disposed. Specifically, the hybrid power system is arranged in the front compartment of the body body, and the engine 10, generator 20, and drive motor 40 of the hybrid power system can switch between engine direct drive mode and pure electric mode under the coordination of the vehicle controller. Due to the shorter axial dimension and compact structure of the hybrid power system, the layout space in the front compartment of the vehicle is greatly freed up, providing more space for the integration of 800V and above high-voltage systems, and increasing the safe distance for collisions between the powertrain and the vehicle frame.

[0057] Those skilled in the art should understand that the technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments have been described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0058] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A hybrid power system, characterized in that, include: Engine (10), generator (20), first clutch (30), drive motor (40), differential (50), and first intermediate shaft (60); among which, The input shaft (21) of the generator (20) is connected to the output shaft (11) of the engine (10); The axis of the drive motor (40) is parallel to the axis of the engine (10), the input shaft (41) of the drive motor (40) is coaxial with the half shaft (51) of the differential (50), and the drive motor (40) and the differential (50) are located on the side of the engine (10). The half-shaft (51) of the differential (50) is connected to the first intermediate shaft (60), and the first intermediate shaft (60) is power-coupled to the engine (10) through the first clutch (30).

2. The hybrid power system according to claim 1, characterized in that, The input shaft (41) of the drive motor (40) has a hollow structure, and the half shaft (51) of the differential (50) and the first intermediate shaft (60) are both inserted inside the input shaft (41) of the drive motor (40).

3. The hybrid power system according to claim 1, characterized in that, The first intermediate shaft (60) is connected to the output shaft (11) of the engine (10) via a first gear pair (C1).

4. The hybrid power system according to claim 1, characterized in that, The housing (A1) of the engine (10) is integrated with the housing (A2) of the drive motor (40).

5. The hybrid power system according to claim 1, characterized in that, The rotor shaft (22) of the generator (20) is an integral shaft supported by two bearings.

6. The hybrid power system according to claim 1, characterized in that, The hybrid power system also includes: The second intermediate shaft (80) is connected to the output shaft of the first clutch (30) via a second gear pair (C2) and to the first intermediate shaft (60) via a third gear pair (C3).

7. The hybrid power system according to claim 1, characterized in that, The hybrid power system also includes: The second clutch (90) is located on the output side of the drive motor (40), and the differential (50) is poweredly coupled to the drive motor (40) through the second clutch (90).

8. The hybrid power system according to claim 7, characterized in that, The driving mode of the hybrid power system includes a direct drive mode. In the direct drive mode, the first clutch (30) is engaged and the second clutch (90) is disengaged. The power output by the engine (10) is transmitted to the first intermediate shaft (60) through the first clutch (30) and then to the differential (50) through the first intermediate shaft (60).

9. The hybrid power system according to claim 7, characterized in that, The driving mode of the hybrid power system includes a pure electric mode. In the pure electric mode, the first clutch (30) is in an open state and the second clutch (90) is in an engaged state. The power output by the drive motor (40) is transmitted to the differential (50) through the second clutch (90).

10. A vehicle, characterized in that, include: The vehicle body is provided with a hybrid power system as described in any one of claims 1 to 9.

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