A transverse longitudinal rear drive hybrid system

Abstract

The application relates to a variable-pressure longitudinal rear-drive hybrid system and belongs to the technical field of automobile hybrid systems. An efficient engine is connected with a hybrid transmission through a double-mass flywheel, the engine cylinder body is bolted with a front shell of the transmission, the transmission is composed of the front shell, a generator shell, a driving motor shell and a rear shell, the shells are connected through bolts and are sealed, an internal integrated generator, a driving motor and a planetary gear power distribution mechanism are arranged, a total output end is connected with a rear axle of a whole vehicle through an output shaft flange, a variable-pressure double-motor controller integrates a bidirectional variable-pressure module, and the controller is electrically connected with a high-voltage battery, the generator and the driving motor through corresponding interfaces. The application solves the problems of mismatched arrangement, single voltage platform, high battery cost, difficult integrated structure arrangement, high shell adaptation cost and the like of the existing hybrid system in the application of the light commercial vehicle field, effectively reduces the whole vehicle development and use cost while guaranteeing the power performance, and has good engineering application value.

Description

Technical Field

[0001] This invention belongs to the field of automotive hybrid technology, specifically a variable-voltage longitudinal rear-wheel drive hybrid system. Background Technology

[0002] Hybrid electric vehicles (HEVs) are vehicles whose drive systems consist of two or more individual drive systems that can operate simultaneously. They typically refer to hybrid electric vehicles (HEVs) and are characterized by energy efficiency and low emissions. HEVs are the most promising type of electric vehicle for industrialization and market development. They use an internal combustion engine and an electric motor as hybrid power sources, combining the advantages of a fuel engine (good power, fast response, and long operating time) with the benefits of an electric motor (no pollution and low noise), achieving an optimal match between the engine and the electric motor.

[0003] However, existing hybrid technology still has many limitations, especially in its application to light commercial vehicles. Currently, most hybrid systems are developed for passenger cars, with a predominantly transverse front-wheel-drive layout. Light commercial vehicles, to meet cargo-carrying requirements, typically use a longitudinal rear-wheel-drive powertrain, making existing hybrid systems unsuitable for direct adaptation. This has resulted in a long-standing lack of dedicated hybrid solutions for light commercial vehicles. Furthermore, the operating voltage of existing hybrid systems is essentially fixed, meaning the same system can only be used with vehicles on a single voltage platform. Different voltage platforms require the development of new hybrid systems, leading to high development costs and long development cycles. Due to the fixed voltage limitation, existing hybrid vehicles require large-capacity batteries of 2 kWh or more. These large batteries not only occupy vehicle space but also significantly increase battery system costs. In addition, existing hybrid transmissions and dual-motor controllers often use an integrated design, which is difficult to adapt to the complex chassis space requirements of light commercial vehicles. Moreover, the limited number of hybrid transmission housings necessitates the redevelopment of all housing molds when adapting to different vehicle models, further increasing development costs and time. Summary of the Invention

[0004] To address the problems existing in the background technology, the present invention provides a variable-voltage longitudinal rear-drive hybrid system.

[0005] To achieve the above objectives, the present invention adopts the following technical solution: a variable-voltage longitudinal rear-wheel drive hybrid system, comprising a high-efficiency engine, a hybrid transmission, and a variable-voltage dual-motor controller;

[0006] The high-efficiency engine is connected to the power input end of the hybrid transmission via a dual-mass flywheel. The high-efficiency engine and hybrid transmission are longitudinally arranged in the vehicle. The cylinder block of the high-efficiency engine is fixedly connected to the front housing of the hybrid transmission via bolts. The hybrid transmission housing is composed of a front housing, a generator housing, a drive motor housing, and a rear housing, which are sequentially fixedly connected. Adjacent housings are connected by bolts and sealed with sealant. The hybrid transmission integrates a generator, a drive motor, and a planetary gear power distribution mechanism. The planetary gear power distribution mechanism is connected to the output end of the high-efficiency engine, the input end of the generator, and the input end of the drive motor, respectively. The total output end of the planetary gear power distribution mechanism is connected to the output shaft flange, which serves as the total output end of the hybrid transmission. The vehicle's rear axle is connected to the hybrid transmission, which includes a high-voltage connector for the generator and a high-voltage connector for the drive motor. The dual-motor controller is a separate structure independent of the hybrid transmission. It has a DC high-voltage interface, a generator interface, and a drive motor interface. The generator high-voltage connector is connected to the generator interface via a high-voltage line, and the drive motor high-voltage connector is connected to the drive motor interface via a high-voltage line. The DC high-voltage interface is connected to the high-voltage battery via a high-voltage line. The dual-motor controller integrates a transformer module, which is electrically connected to the DC high-voltage interface, the generator interface, and the drive motor interface. This module converts the voltage of the high-voltage battery into the operating voltage of the drive motor and converts the voltage generated by the generator into the charging voltage of the high-voltage battery.

[0007] The high-efficiency engine is equipped with a mechanical water pump and a turbocharger. The mechanical water pump is connected to the crankshaft pulley of the high-efficiency engine via a belt drive.

[0008] The hybrid transmission is equipped with an electronic oil pump, a shifting mechanism, and a cooling interface, which is connected to the vehicle's cooling system.

[0009] The variable voltage dual-motor controller is equipped with a dual-motor controller cooling interface, which is connected to the vehicle cooling system.

[0010] Compared with the prior art, the beneficial effects of the present invention are:

[0011] 1. It adopts a longitudinal rear-wheel drive overall layout structure, matching the traditional powertrain layout of light commercial vehicles, filling the market gap for dedicated hybrid systems for light commercial vehicles.

[0012] 2. By integrating a transformer module into the dual-motor controller, the system voltage can be adjusted bidirectionally, enabling the same hybrid system to be adapted to vehicles with different voltage platforms, effectively saving vehicle development costs and shortening the development cycle.

[0013] 3. By using voltage decoupling technology, the power battery capacity of hybrid electric vehicles can be reduced to less than 1 kWh, significantly reducing the cost of the battery system and shrinking the battery size, which facilitates the overall vehicle space layout.

[0014] 4. The hybrid transmission and the dual-motor controller adopt a separate design, which is adapted to the chassis space characteristics of light commercial vehicles and improves the flexibility of system layout in the complex chassis space of different light commercial vehicles.

[0015] 5. The hybrid transmission adopts a four-section splicing structure consisting of a front housing, a generator housing, a drive motor housing, and a rear housing. When adapting to different vehicle models, only the corresponding housing needs to be modified, without the need to redevelop all the molds, which further reduces the modification cost and development cycle.

[0016] In summary, this invention specifically addresses the problems of mismatched layout, single voltage platform, high battery cost, difficulty in integrated structure layout, and high housing adaptation cost in the application of existing hybrid systems in the light commercial vehicle field. While ensuring power performance, it effectively reduces the development and use costs of the whole vehicle and has good engineering application value. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the engine and hybrid transmission structure of the present invention;

[0018] Figure 2 This is a schematic diagram of the high-voltage connector structure of the hybrid system of the present invention;

[0019] Figure 3 This is a schematic diagram of the dual-motor controller structure of the present invention. Detailed Implementation

[0020] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0021] This embodiment describes a variable-voltage longitudinal rear-wheel drive hybrid system, including a high-efficiency engine 1, a hybrid transmission 9, and a variable-voltage dual-motor controller 17.

[0022] The high-efficiency engine 1 is connected to the power input end of the hybrid transmission 9 via a dual-mass flywheel. The high-efficiency engine 1 and the hybrid transmission 9 are arranged longitudinally in the vehicle. The cylinder block 4 of the high-efficiency engine 1 is fixedly connected to the front housing 5 of the hybrid transmission 9 by bolts. The housing of the hybrid transmission 9 is composed of the front housing 5, the generator housing 6, the drive motor housing 8, and the rear housing 12, which are sequentially fixedly connected. Adjacent housings are sealed by bolts and sealant. The hybrid transmission 9 integrates a generator, a drive motor, and a planetary gear power distribution mechanism. The planetary gear power distribution mechanism is connected to the output end of the high-efficiency engine 1, the input end of the generator, and the input end of the drive motor, respectively. The total output end of the planetary gear power distribution mechanism is connected to the output shaft flange 13, which serves as the total output end of the hybrid transmission 9 and is connected to the rear axle of the vehicle. The hybrid transmission 9 is equipped with a generator high-voltage connector 14 and a drive motor high-voltage connector 15. The dual-motor converter 17 is a separate structure independent of the hybrid transmission 9. The dual-motor converter 17 is equipped with a DC high-voltage interface 18, a generator interface 19, and a drive motor interface 20. The generator high-voltage connector 14 is connected to the generator interface 19 via a high-voltage line. The drive motor high-voltage connector 15 is connected to the drive motor interface 20 via a high-voltage line. The DC high-voltage interface 18 is connected to the high-voltage battery via a high-voltage line. The dual-motor converter 17 integrates a transformer module, which is electrically connected to the DC high-voltage interface 18, the generator interface 19, and the drive motor interface 20, respectively. The transformer module is used to convert the voltage of the high-voltage battery into the working voltage of the drive motor and to convert the voltage generated by the generator into the charging voltage of the high-voltage battery.

[0023] The high-efficiency engine 1 is equipped with a mechanical water pump 2 and a turbocharger 3. The mechanical water pump 2 is connected to the crankshaft pulley of the high-efficiency engine 1 via a belt.

[0024] The hybrid transmission 9 is equipped with an electronic oil pump 7, a shift mechanism 10, and a cooling interface 11, which is connected to the vehicle's cooling system.

[0025] The variable-voltage dual-motor controller 17 is provided with a dual-motor controller cooling interface 16, which is connected to the vehicle cooling system.

[0026] When this variable-voltage longitudinal rear-wheel-drive hybrid system is working, the power output from the high-efficiency engine 1 is transmitted via a dual-mass flywheel to the planetary gear power distribution mechanism inside the hybrid transmission 9. The mechanical water pump 2 installed on the high-efficiency engine 1 operates synchronously with the crankshaft pulley via a belt, providing cooling circulation power to the high-efficiency engine 1. The turbocharger 3 pressurizes the air entering the high-efficiency engine 1 to improve engine power output efficiency. The housing of the hybrid transmission 9 is composed of a front housing 5, a generator housing 6, a drive motor housing 8, and a rear housing 12, which are sequentially fixedly connected, providing sealing protection and mounting support for all internal transmission and electrical components. An electric oil pump is installed on the hybrid transmission 9. 7 provides hydraulic lubrication and shifting power to the planetary gear power distribution mechanism, generator, and drive motor inside the transmission. The shifting mechanism 10 adjusts the transmission ratio of the planetary gear power distribution mechanism according to the vehicle's driving conditions to achieve switching between different power modes. The cooling interface 11 is connected to the vehicle's cooling system to dissipate heat from the generator, drive motor, and transmission gear components inside the hybrid transmission 9. The dual-motor controller cooling interface 16 on the variable-voltage dual-motor controller 17 is connected to the vehicle's cooling system to dissipate heat from the variable-voltage module and control circuit inside the variable-voltage dual-motor controller 17. The planetary gear power distribution mechanism intelligently distributes and couples power according to different driving conditions of the vehicle.

[0027] When the vehicle is in a low-speed start-up and light-load driving condition, the electrical energy output from the high-voltage battery is input into the transformer module inside the transformer dual-motor controller 17 through the DC high-voltage interface 18. The transformer module converts the 220V low voltage of the high-voltage battery into the 350V high voltage required by the drive motor, and then transmits it to the drive motor high-voltage connector 15 on the hybrid transmission 9 through the drive motor interface 20 and the corresponding high-voltage line, thereby powering the drive motor inside the hybrid transmission 9. The power output from the drive motor is transmitted to the output shaft flange 13 through the planetary gear power distribution mechanism, and the output shaft flange 13 drives the rear axle of the vehicle to achieve rear-wheel drive.

[0028] When the vehicle is traveling at a constant speed at medium to high speed or when the high-voltage battery is low on power, the power output of the high-efficiency engine 1 is divided into two paths by the planetary gear power distribution mechanism. One path is directly transmitted to the output shaft flange 13 to drive the rear axle of the vehicle, realizing the engine direct drive mode. The other path drives the generator inside the hybrid transmission 9 to generate 350V high-voltage electricity. The 350V high-voltage electricity generated by the generator is transmitted to the generator interface 19 of the transformer dual motor controller 17 through the generator high-voltage connector 14 and the corresponding high-voltage line on the hybrid transmission 9. The transformer module converts the 350V high voltage generated by the generator into the 220V low voltage of the high-voltage battery and stores it in the high-voltage battery through the DC high-voltage interface 18. At the same time, the 350V high-voltage electricity generated by the generator can also be directly transmitted to the drive motor after being regulated by the transformer module to provide auxiliary power to the drive motor.

[0029] When the vehicle is under high-load acceleration, hill climbing, or other conditions requiring high power output, the power output of the high-efficiency engine 1 is transmitted to the output shaft flange 13 via the planetary gear power distribution mechanism. At the same time, the electrical energy output from the high-voltage battery is converted into 350V high voltage by the transformer module and then delivered to the drive motor. The power output from the drive motor and the power output from the engine are coupled through the planetary gear power distribution mechanism and transmitted together to the output shaft flange 13, driving the rear axle of the vehicle to achieve hybrid drive. The transformer module inside the transformer dual-motor controller 17 has a bidirectional transformer function, which can flexibly adjust the voltage output according to the actual power requirements of the high-voltage battery, drive motor, and generator on different voltage platforms. This allows the same hybrid system to be adapted to light commercial vehicles with different voltage platforms. At the same time, the variable voltage adjustment can effectively reduce the requirements for the power battery capacity, keeping the power battery capacity within 1 kWh, significantly reducing the battery size and the cost of the battery system.

[0030] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the invention can be implemented in other specific forms without departing from its spirit or essential characteristics. Therefore, the embodiments should be considered in all respects as exemplary and non-limiting, and the scope of the invention is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of the equivalent features of the claims are intended to be included within the present invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

Claims

1. A variable-voltage longitudinal rear-wheel drive hybrid system, characterized in that: Including a high-efficiency engine (1), a hybrid transmission (9), and a variable-voltage dual-motor controller (17); The high-efficiency engine (1) is connected to the power input end of the hybrid transmission (9) via a dual-mass flywheel. The high-efficiency engine (1) and the hybrid transmission (9) are arranged longitudinally in the vehicle. The cylinder block (4) of the high-efficiency engine (1) is fixedly connected to the front housing (5) of the hybrid transmission (9) by bolts. The housing of the hybrid transmission (9) is composed of the front housing (5), the generator housing (6), the drive motor housing (8), and the rear housing (12) fixedly connected in sequence. The adjacent housings are connected by bolts and sealed with sealant. The hybrid transmission (9) integrates a generator, a drive motor, and a planetary gear power distribution mechanism. The planetary gear power distribution mechanism is connected to the output end of the high-efficiency engine (1), the input end of the generator, and the input end of the drive motor, respectively. The total output end of the planetary gear power distribution mechanism is connected to the output shaft flange (13). The output shaft flange (13) serves as the total output end of the hybrid transmission (9) and is connected to the rear axle of the vehicle. The hybrid transmission (9) is equipped with a generator high-voltage connector (14) and a drive motor high-voltage connector (15). The dual-motor controller (17) is a separate structure independent of the hybrid transmission (9). The dual-motor controller (17) is equipped with a DC high-voltage interface (18), a generator interface (19), and a drive motor interface (20). The generator high-voltage connector (14) is connected to the generator interface (19) via a high-voltage line. The drive motor high-voltage connector (15) is connected to the drive motor interface (20) via a high-voltage line. The DC high-voltage interface (18) is connected to the high-voltage battery via a high-voltage line. The dual-motor controller (17) integrates a transformer module. The transformer module is electrically connected to the DC high-voltage interface (18), the generator interface (19), and the drive motor interface (20) respectively. It is used to convert the voltage of the high-voltage battery into the working voltage of the drive motor and convert the voltage generated by the generator into the charging voltage of the high-voltage battery.

2. The variable-voltage longitudinal rear-drive hybrid system according to claim 1, characterized in that: The high-efficiency engine (1) is equipped with a mechanical water pump (2) and a turbocharger (3), and the mechanical water pump (2) is connected to the crankshaft pulley of the high-efficiency engine (1) via a belt.

3. The variable-voltage longitudinal rear-drive hybrid system according to claim 1, characterized in that: The hybrid transmission (9) is equipped with an electronic oil pump (7), a shift mechanism (10) and a cooling interface (11), which is connected to the vehicle cooling system.

4. The variable-voltage longitudinal rear-drive hybrid system according to claim 1, characterized in that: The variable-voltage dual-motor controller (17) is provided with a dual-motor controller cooling interface (16), which is connected to the vehicle cooling system.

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