A variable speed multi-mode hybrid vehicle powertrain

Abstract

The application discloses a variable-speed multi-mode hybrid power automobile power assembly, which comprises an internal combustion engine, a power motor, a planetary gear train, a first clutch, a second clutch, a third clutch, a reduction gear set, a synchronizer, a brake and a differential. The power motor is connected with the first clutch through a motor input gear and a motor output gear. The planetary gear train is connected with the first clutch and the second clutch through an intermediate shaft. A first planetary gear inside the planetary gear train is connected with the brake. The third clutch is connected with an input gear and the synchronizer through the reduction gear set. The reduction gear set is connected with the input gear and the synchronizer. The synchronizer is connected with the differential through a gear ring at the other end. The synchronizer is also connected with the differential. The hybrid power assembly device has simple structure, reliable power switching and sufficient endurance, and can realize power transmission in four different modes, i.e. pure oil driving, pure electric driving, oil-electric hybrid driving and kinetic energy recovery.

Description

Technical Field

[0001] This invention relates to the field of vehicle powertrain technology, and more specifically to a variable-speed, multi-mode hybrid electric vehicle powertrain. Background Technology

[0002] Traditional gasoline-powered vehicles are facing severe pressure to conserve energy and reduce emissions. These vehicles rely solely on internal combustion engines, whose operating points are limited by vehicle speed and load. In urban conditions characterized by low speeds, idling, and frequent start-stop cycles, they operate in an inefficient range, resulting in high fuel consumption and high pollutant emissions, making it difficult to meet increasingly stringent fuel consumption and emission standards. Meanwhile, while pure electric vehicles can achieve zero-emission operation, limitations in battery energy density and charging infrastructure mean they still face range anxiety and inconvenient refueling issues.

[0003] To balance energy efficiency and range, hybrid electric vehicles (HEVs) have emerged. Current mainstream hybrid powertrains typically employ an engine + electric motor combination, which improves fuel economy to some extent. However, existing hybrid technologies still have significant shortcomings: First, some configurations cannot simultaneously support independent operation in multiple modes, including pure electric, pure gasoline, and hybrid electric. In hybrid mode, gear shifting is often impossible, making it difficult for the engine to maintain its high efficiency range across a wide speed range. Second, multi-gear parallel or planetary gear sets are complex and have large axial dimensions, significantly occupying engine compartment and chassis space, thus compressing the vehicle's layout margin and collision safety structure. Third, when the battery is depleted, the engine must both drive the vehicle and generate electricity, leading to reduced power response and increased fuel consumption. Furthermore, existing systems struggle to achieve a balance between long pure electric range and low fuel consumption within the limited powertrain volume.

[0004] Patent document CN1071010044 discloses a manual mild hybrid powertrain vehicle and its control method. In this method, the manual transmission vehicle can be automatically controlled at low speeds and manually controlled at high speeds, which reduces the driving intensity of the driver to a certain extent. The motor is only used to assist in starting and kinetic energy recovery. Therefore, there are problems such as insufficient vehicle power output when the engine fuel is insufficient, and the motor is also in a frequent switching state when frequent start-stop is required, resulting in low motor efficiency and increased risk of battery life damage.

[0005] The patent document with publication number CN121403988A discloses an electric drive system that uses two different sets of output gears to switch between low-speed and high-speed electric drive, thereby widening the speed ratio range and enhancing the vehicle's off-road performance to some extent. However, the system cannot charge the power battery or recover kinetic energy during braking and coasting, and its range is rather worrying during relatively long-distance driving.

[0006] A dual-motor hybrid powertrain control system is disclosed in patent document CN110978986A. It solves the problem of poor range or insufficient output power of a single motor in a single-motor hybrid powertrain when the internal combustion engine is low on fuel. It can switch between pure electric and hybrid modes. However, the dual motors are arranged side by side, which takes up a large space. The engine only charges the motor and does not directly participate in power output and cannot change gears. In certain specific scenarios, there are still defects such as power transmission lag, high engine loss and low thermal efficiency. Summary of the Invention

[0007] The present invention aims to overcome the shortcomings of the prior art by providing a variable speed multi-mode hybrid electric vehicle powertrain, which aims to achieve multi-mode operation, shifting capability in hybrid mode, compact structure, small engine compartment and chassis space ratio, and long range.

[0008] To achieve the purpose of the invention, the present invention adopts the following technical solution: The variable-speed, multi-mode hybrid electric vehicle powertrain of this invention is characterized by the following components: an internal combustion engine, an input gear, a power motor, a motor input gear, a motor output gear, a planetary gear train, a first clutch, a brake, a second clutch, an intermediate shaft, an intermediate gear, a third clutch, a reduction gear set, a synchronizer, a differential, and an output shaft. The internal combustion engine is connected to the input gear; the motor output gear is connected to the first clutch; the motor input gear and motor output gear are connected in a driving connection; the intermediate shaft is connected to the input gear and the second clutch; the intermediate gear is connected to the second clutch and the planetary gear train; the planetary gear train is connected in a driving connection to the second clutch and the synchronizer; the planetary gear train is also connected to the brake; the third clutch is connected in a driving connection to the input gear and the synchronizer via the reduction gear set; the synchronizer is also connected in a driving connection to the planetary gear train and the differential; and the differential is connected to the output shaft.

[0009] The multi-mode hybrid electric vehicle powertrain of the present invention is also characterized in that: the planetary gear system includes a planet carrier, a ring gear, a sun gear, a first planet gear, and a second planet gear; the sun gear is driven to the first planet gear, the first planet gear is driven to the planet carrier, the planet carrier is driven to the second planet gear, and the second planet gear is driven to the ring gear.

[0010] The multi-mode hybrid electric vehicle powertrain of the present invention is also characterized in that: the reduction gear set includes a reduction input gear, a reduction output gear and a third clutch; one end of the reduction input gear meshes with the input gear, and the other end of the reduction input gear is connected to the reduction output gear through the third clutch.

[0011] The multi-mode hybrid electric vehicle powertrain of the present invention is also characterized in that: the synchronizer includes a left synchronizer engagement gear, a synchronizer bidirectional paddle, and a synchronizer right synchronizer engagement gear; the synchronizer is connected to the differential, the left synchronizer engagement gear is connected to the synchronizer bidirectional paddle, the right synchronizer engagement gear is connected to the synchronizer bidirectional paddle, and the differential adjusts the wheel speed and then transmits power to the output shaft connected to the differential.

[0012] The multi-mode hybrid electric vehicle powertrain of the present invention is also characterized in that: one end of the intermediate shaft is connected to the input gear, the other end of the intermediate shaft is connected to the second clutch, one end of the motor output gear is fixedly connected to the first clutch, the other end of the motor output gear is drivenly connected to the motor input gear, the power motor is fixed on the motor input gear, one end of the brake is connected to the first planetary gear, one end of the intermediate gear is connected to the sun gear, and the other end of the intermediate gear is connected to the second clutch.

[0013] The multi-mode hybrid electric vehicle powertrain of the present invention is also characterized in that: the brake brakes the first planetary gear in pure electric drive mode, thereby realizing unidirectional power output from the planet carrier to the second planetary gear and preventing power from flowing back to the sun gear.

[0014] The multi-mode hybrid electric vehicle powertrain of this invention is characterized by the following: In pure gasoline drive mode, the internal combustion engine provides power output to the vehicle, the first clutch is disengaged, the second clutch is engaged, and the third clutch is disengaged; in pure electric drive mode, the electric motor provides power output to the vehicle, the first clutch is engaged, the second clutch is disengaged, and the third clutch is disengaged; in hybrid drive mode, the internal combustion engine and the electric motor jointly output power to the vehicle, and when the first and second clutches are engaged, the low and high speed gears of the hybrid system can be switched by disengaging and engaging the third clutch; in kinetic energy recovery mode, the first clutch is disengaged, the second clutch is disengaged, the third clutch is disengaged, the power output of the vehicle is cut off, and the power from the internal combustion engine is transferred to the electric motor to charge and store energy.

[0015] Compared with existing technologies, the beneficial effects of this invention are reflected in: 1. This invention enables operation in multiple modes, including pure oil, pure electric, and hybrid, and also allows for gear shifting in hybrid mode, which can meet various driving needs. In addition, the device has a relatively compact structure, and its kinetic energy recovery mode greatly improves the vehicle's range.

[0016] 2. In pure oil drive mode, when the first clutch is disengaged, the second clutch is engaged, and the third clutch is disengaged, the power motor does not work. The power of the internal combustion engine is transmitted to the planetary gear system through the second clutch, then output through the ring gear, then through the synchronizer to the differential, and finally output through the power output shaft.

[0017] 3. In the pure electric drive mode, when the first clutch is engaged and the second clutch is disengaged and the third clutch is disengaged, the internal combustion engine does not work. The power of the power motor is transmitted to the planetary gear system through the first clutch, output through the ring gear, then transmitted to the differential through the synchronizer, and finally output through the power output shaft. At the same time, in order to prevent the second planetary gear from reversing and causing power loss, the brake is also kept engaged to prevent power from flowing back from the second planetary gear.

[0018] 4. In the hybrid drive mode, when the first clutch is engaged, the second clutch is engaged, and the third clutch is disengaged, both the internal combustion engine and the electric motor operate. The power of the internal combustion engine is transmitted to the planetary gear train through the second clutch, then output through the ring gear, then through the synchronizer to the differential, and finally output through the power output shaft. The power of the electric motor is transmitted to the planetary gear train through the first clutch, then output through the ring gear, then through the synchronizer to the differential, and finally output through the power output shaft. This method enables low-speed driving in hybrid mode. When the first clutch is engaged, the second clutch is engaged, and the third clutch is engaged, both the internal combustion engine and the electric motor operate. The power of the internal combustion engine is transmitted to the differential through the synchronizer via the second and third clutches along different paths through the planetary gear train and the reduction gear set, and finally output through the power output shaft. The power of the electric motor is transmitted to the planetary gear train through the first clutch, then output through the ring gear, then through the synchronizer to the differential, and finally output through the power output shaft. This method enables medium- and high-speed driving in hybrid mode.

[0019] 5. In the kinetic energy recovery mode of this invention, when the first clutch is disengaged, the second clutch is disengaged, and the third clutch is disengaged, both the internal combustion engine and the power battery are working, but the power transmission between them and the output shaft is cut off. The power generated by the internal combustion engine is transmitted to the power battery for charging and energy storage. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the hybrid powertrain device of the present invention.

[0021] Figure 2 This is a schematic diagram of the power transmission path in the pure oil drive mode of the hybrid powertrain device of the present invention.

[0022] Figure 3 This is a schematic diagram of the power transmission path in the pure electric drive mode of the hybrid powertrain device of the present invention.

[0023] Figure 4 This is a schematic diagram of the power transmission path in the hybrid drive mode of the hybrid powertrain device of the present invention.

[0024] Figure 5 This is a schematic diagram of the power transmission path in the kinetic energy recovery mode of the hybrid powertrain device of the present invention.

[0025] The diagram labels are as follows: 1. Power motor; 2. Motor input gear; 3. Motor output gear; 4. First clutch; 5. Planetary carrier; 6. Ring gear; 7. Second planetary gear; 8. First planetary gear; 9. Sun gear; 10. Brake; 11. Second clutch; 12. Intermediate shaft; 13. Intermediate gear; 14. Synchronizer right meshing gear; 15. Differential; 16. Output shaft; 17. Synchronizer bidirectional paddle; 18. Synchronizer left meshing gear; 19. Reduction output gear; 20. Third clutch; 21. Reduction input gear; 22. Input gear; 23. Internal combustion engine; D. Planetary gear train; E. Reduction gear set; F. Synchronizer. Detailed Implementation

[0026] To make the technical problems, technical solutions and advantages of the present invention clearer, a detailed description will be given below in conjunction with the accompanying drawings and specific embodiments.

[0027] This invention addresses the shortcomings of some new energy vehicles, such as the inability to switch between multiple modes, the inability to change gears when using hybrid power output, complex power unit layout, large space occupation, and insufficient range. It proposes a compact hybrid powertrain device that can switch between multiple modes and change gears in hybrid mode.

[0028] See Figure 1 In this embodiment, the hybrid power unit includes: an input gear 22, a power motor 1, a motor input gear 2, a motor output gear 3, a planetary gear train D, a first clutch 4, a second clutch 11, an intermediate shaft 12, an intermediate gear 13, a third clutch 20, a reduction gear set E, a synchronizer F, a brake 10, a differential 15, and an output shaft 16. The planetary gear train D includes: a planet carrier 5, a ring gear 6, a sun gear 9, a first planet gear 8, and a second planet gear 7. The reduction gear set E includes: a reduction output gear 19, a reduction input gear 21, and a third clutch 20. The synchronizer F includes: a synchronizer left engagement gear 18, a synchronizer bidirectional paddle 17, and a synchronizer right engagement gear 14.

[0029] Connect the power motor 1 to the motor input gear 2, connect the motor input gear 2 to the motor output gear 3, connect the motor output gear 3 to the first clutch 4, connect the planet carrier 5 to the sun gear 9, and then connect it to the second planet 7 and the first planet gear 8 respectively. Connect the second planet gear 7 to the ring gear 6, connect the sun gear 9 to the first planet gear 8 and the intermediate gear 13 respectively, connect the internal combustion engine 23 to the input gear 22, connect the input gear 22 to the intermediate shaft 12, and simultaneously connect it to the reduction input gear 21. Connect the intermediate shaft 12 to the second clutch 11, connect the reduction input gear 21 to the third clutch 20, connect the reduction output gear 19 to the synchronizer left meshing gear 18, connect the synchronizer right meshing gear 14 to the ring gear 6, connect the synchronizer bidirectional paddle 17 to the differential 15, and connect the differential 15 to the output shaft 16.

[0030] The first clutch 4 can selectively disconnect or connect with the planetary carrier 5; the second clutch 11 can selectively disconnect or connect with the intermediate gear 13; the third clutch 20 can selectively disconnect or connect with the reduction output gear 19; the synchronizer bidirectional paddle 17 can selectively connect only with the synchronizer left meshing gear 18, or only with the synchronizer right meshing gear 14, or simultaneously connect with both the synchronizer left meshing gear 18 and the synchronizer right meshing gear 14, or simultaneously disconnect with both the synchronizer left meshing gear 18 and the synchronizer right meshing gear 14.

[0031] See Figure 2 In pure oil drive mode, the first clutch 4 is disengaged, the second clutch 11 is engaged, the third clutch 20 is disengaged, and the brake 10 is disengaged. The internal combustion engine 23 transmits power to the intermediate shaft 12 through the housing and input gear 22, and then to the intermediate gear 13 through the second clutch 11. The intermediate gear 13 transmits power to the first planetary gear 8 through meshing with the sun gear 9. The first planetary gear 8 then transmits power to the planet carrier 5, and then to the second planetary gear 7. The power is then transmitted to the synchronizer right meshing gear 14 through the gear ring 6. Through the meshing of the synchronizer bidirectional pawl 17 with the synchronizer right meshing gear 14, the power is transmitted to the differential 15 for speed adjustment, and then the final power is output by the output shaft 16.

[0032] See Figure 3In pure electric drive mode, the first clutch 4 is engaged, the second clutch 11 is disengaged, the third clutch 20 is disengaged, and the brake 10 is engaged. The power of the power motor 1 is transmitted to the motor output gear 3 through the motor input gear 2 coaxial with it, and then to the planet carrier 5 through the first clutch 4. The planet carrier 5 then transmits the power to the second planetary gear 7. At the same time, the brake 10 is engaged to brake the first planetary gear 8 to prevent power backflow. The second planetary gear 7 outputs the power to the gear ring 6, and then transmits it to the synchronizer right meshing gear 14. Through the meshing of the synchronizer bidirectional pawl 17 and the synchronizer right meshing gear 14, the power is transmitted to the differential 15 for speed adjustment, and then the final power is output by the output shaft 16.

[0033] Figure 4 The purple arrows in the diagram indicate the low-range power transmission route of the hybrid system, while the purple and green arrows indicate the high-range power transmission route. Figure 4 As shown, in hybrid low-speed mode, the first clutch 4 is engaged, the second clutch 11 is engaged, the third clutch 20 is disengaged, and the brake 10 is disengaged. At this time, both the electric motor and the internal combustion engine participate in the vehicle's power input. The power from the electric motor is transmitted to the wheel output shaft along the transmission path in pure electric drive mode, and the power from the internal combustion engine is transmitted to the wheel output shaft along the transmission path in pure gasoline drive mode. In hybrid high-speed mode, the first clutch 4 is engaged, the second clutch 11 is engaged, the third clutch 20 is engaged, and the brake 10 is disengaged. The transmission path of the electric motor is the same as in pure electric drive mode, but this... The power of the internal combustion engine is transmitted to the wheel output shaft along two different transmission paths. The first transmission path of the power input by the internal combustion engine is the same as in the pure oil drive mode. The other path of the power transmission of the internal combustion engine is as follows: the power input by the internal combustion engine 23 is transmitted to the third clutch 20 through the meshing of the input gear 22 and the reduction input gear 21. The third clutch 20 then transmits the power to the reduction output gear 19 and then to the synchronizer left meshing gear 18. The power is then transmitted to the differential 15 for speed adjustment through its engagement with the synchronizer bidirectional paddle 17, and finally output by the output shaft 16.

[0034] See Figure 5 In kinetic energy recovery mode, the first clutch 4 is disengaged, the second clutch 11 is disengaged, the third clutch 20 is disengaged, and the brake 10 is disengaged. At this time, the power output of the internal combustion engine 23 and the output shaft is cut off. The power of the internal combustion engine 23 is transmitted along the input gear 22 through the intermediate shaft 12 to the first clutch 4, and then the motor output gear 3 engaged with it transmits the power to the motor input gear 2, and then through it to the power motor 1 to charge and store energy for the motor.

[0035] In an embodiment of the present invention, the function of the brake 10 is to engage when the vehicle switches to pure electric drive mode, thereby braking the first planetary gear 8 in time, realizing unidirectional power output from the planet carrier 5 to the second planetary gear 7, and preventing power from flowing back to the sun gear 9.

[0036] Usage scenarios for each mode: Pure oil drive mode is suitable for low-speed, high-torque situations requiring climbing or heavy loads; pure electric drive mode is suitable for relatively flat roads when fuel is low; hybrid mode is suitable for roads requiring long driving range; and kinetic energy recovery mode is generally suitable for downhill or coasting roads requiring braking.

[0037] Therefore, those skilled in the art should recognize that although numerous exemplary embodiments of the present invention have been shown and described in detail herein, many other variations or modifications conforming to the principles of the present invention can be directly determined or derived from the disclosure of the present invention without departing from the spirit and scope thereof. Thus, the scope of the present invention should be understood and construed as covering all such other variations or modifications.

Claims

1. A variable-speed, multi-mode hybrid electric vehicle powertrain, characterized in that... The device includes: an internal combustion engine (23), an input gear (22), a power motor (1), a motor input gear (2), a motor output gear (3), a planetary gear train (D), a first clutch (4), a brake (10), a second clutch (11), an intermediate shaft (12), an intermediate gear (13), a third clutch (20), a reduction gear set (E), a synchronizer (F), a differential (15), and an output shaft (16); the internal combustion engine (23) is connected to the input gear (22), the motor output gear (3) is connected to the first clutch (4), and the motor input gear (2) and the motor output gear (3) drive each other. The intermediate shaft (12) is connected to the input gear (22) and the second clutch (11). The intermediate gear (13) is connected to the second clutch (11) and the planetary gear train (D). The planetary gear train (D) is connected to the second clutch (11) and the synchronizer (F). The planetary gear train (D) is also connected to the brake (10). The third clutch (20) is connected to the input gear (22) and the synchronizer (F) through the reduction gear set (E). The synchronizer (F) is also connected to the planetary gear train (D) and the differential (15). The differential (15) is connected to the output shaft (16).

2. The variable-speed multi-mode hybrid electric vehicle powertrain according to claim 1, characterized in that: The planetary gear train (D) includes a planet carrier (5), a ring gear (6), a sun gear (9), a first planet gear (8), and a second planet gear (7); the sun gear (9) is connected to the first planet gear (8), the first planet gear (8) is connected to the planet carrier (5), the planet carrier (5) is connected to the second planet gear (7), and the second planet gear (7) is connected to the ring gear (5).

3. The variable-speed multi-mode hybrid electric vehicle powertrain according to claim 1, characterized in that: The reduction gear set (E) includes a reduction input gear (21), a reduction output gear (19) and a third clutch (20); one end of the reduction input gear (21) meshes with the input gear (22), and the other end of the reduction input gear (21) is connected to the reduction output gear (19) through the third clutch (20).

4. The variable-speed multi-mode hybrid electric vehicle powertrain according to claim 1, characterized in that: The synchronizer (F) includes a left synchronizer gear (18), a double synchronizer paddle (17), and a right synchronizer gear (14); the synchronizer (F) is connected to the differential (15), the left synchronizer gear (18) is connected to the double synchronizer paddle (17), the right synchronizer gear (14) is connected to the double synchronizer paddle (17), and the differential (15) transmits power to the output shaft (16) connected to the differential (15) after adjusting the wheel speed.

5. The variable-speed multi-mode hybrid electric vehicle powertrain according to claim 1, characterized in that: One end of the intermediate shaft (12) is connected to the input gear (22), and the other end of the intermediate shaft (12) is connected to the second clutch (11). One end of the motor output gear (3) is fixedly connected to the first clutch (4), and the other end of the motor output gear (3) is connected to the motor input gear (2). The power motor (1) is fixed on the motor input gear (2). One end of the brake (10) is connected to the first planetary gear (8). One end of the intermediate gear (13) is connected to the sun gear (9), and the other end of the intermediate gear (13) is connected to the second clutch (11).

6. The variable-speed multi-mode hybrid electric vehicle powertrain according to claim 1, characterized in that: The brake (10) brakes the first planetary gear (8) in pure electric drive mode, thereby realizing unidirectional power output from the planet carrier (5) to the second planetary gear (7) and preventing power from flowing back to the sun gear (8).

7. The variable-speed multi-mode hybrid electric vehicle powertrain according to claim 1, characterized in that: In pure oil drive mode, the internal combustion engine (23) provides power output to the whole vehicle, the first clutch (4) is disengaged, the second clutch (11) is engaged, and the third clutch (20) is disengaged; In pure electric drive mode, the power motor (1) provides power output to the whole vehicle, the first clutch (4) is engaged, the second clutch (11) is disengaged, and the third clutch (20) is disengaged; In hybrid drive mode, the internal combustion engine (23) and the power motor (1) work together to output power to the whole vehicle. When the first clutch (4) and the second clutch (11) are engaged, the switching between hybrid low and high speed gears is achieved by the disengagement and engagement of the third clutch (20). In kinetic energy recovery mode, the first clutch (4) is disengaged, the second clutch (11) is disengaged, the third clutch (20) is disengaged, the power output of the whole vehicle is cut off, and the power of the internal combustion engine (23) is transmitted to the power motor (1) to charge and store energy.

Images