Novel hybrid power assembly driving device

Abstract

The utility model relates to the technical field of vehicle driving devices, in particular to a novel hybrid power assembly driving device, which is characterized in that an engine device is fixedly connected with the input end of a torsion damper device, the output end of the torsion damper device is fixedly connected with a planet carrier component of a power dividing device, and a clutch device is arranged on a sun gear of the power dividing device; the clutch device is connected with a generator device; a gear ring output shaft of the power dividing device and a driving motor input shaft of the driving motor device are connected with a gear mechanism device; a main reduction driven gear and an output device are connected to the differential device, the main reduction driven gear is meshed with the gear mechanism device, and gear shifting adjustment is conducted on the gear mechanism device through the synchronizer power gear shifting device. The synchronizer power gear shifting device is located at the engine end so that gear shifting smoothness can be better achieved, and abrasion can be reduced due to the fact that the synchronizer power gear shifting device is arranged on the middle shaft; the whole structure is novel, the layout is compact, the occupied space is small, and the whole vehicle carrying performance is higher.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle drive devices, in particular to a novel hybrid power assembly drive device. Background Art

[0002] Traditional fuel vehicles use engines to drive the car. The engine has its own inherent characteristics. For example, it consumes more fuel when idling, accelerating, and driving at high speeds, but the efficiency is relatively high when the power output is above average and the speed is constant. With the improvement of engine technology, after reaching a certain level, the space that can be explored is getting smaller, but the cost of improvement is getting higher. The output power of the motor is close to a linear relationship with the energy consumption. When the engine efficiency is poor, the motor is allowed to work, and the two power sources work together, thus achieving a more efficient working mode.

[0003] Compared with the add-on hybrid transmission, the hybrid transmission has the characteristics of simple structure, compact layout and higher fuel saving. It is mainly divided into split-flow hybrid transmission and series-parallel transmission. However, most of the existing hybrid transmissions are single-speed structures, which can only balance the speed ratio of low speed and high speed, which will inevitably affect the power and comprehensive fuel consumption of the whole vehicle.

[0004] Therefore, a new technical solution is urgently needed to solve the above technical problems. Utility Model Content

[0005] The purpose of the utility model is to overcome the above-mentioned problems of the prior art and to provide a novel hybrid powertrain drive device for solving the technical problem that most existing hybrid powertrain transmissions are of a single-speed structure and can only balance the speed ratio between low speed and high speed, thereby affecting the power and comprehensive fuel consumption of the entire vehicle.

[0006] The above objectives are achieved through the following technical solutions:

[0007] A novel hybrid powertrain drive device comprises an engine device, a torsion damper device, a clutch device, a generator device, a power split device, a gear mechanism device, a drive motor device, a synchronizer power shift device, a differential device and an output device; the engine device is fixedly connected to the input end of the torsion damper device, the output end of the torsion damper device is fixedly connected to the planetary carrier assembly of the power split device, the clutch device is provided on the sun gear of the power split device, and the generator device is connected to the clutch device; the gear mechanism device is connected to the ring gear output shaft of the power split device and the drive motor input shaft of the drive motor device; the main reducer driven gear and the output device are connected to the differential device, the main reducer driven gear is meshed with the gear mechanism device, and the gear mechanism device is shifted and adjusted by the synchronizer power shift device.

[0008] Further, the gear mechanism device includes a first gear driving gear, a first gear driven gear, a second gear driving gear, a second gear driven gear, a drive motor driving gear, a drive motor driven gear, an intermediate shaft and a main reduction driving gear; the first gear driving gear and the second gear driving gear are respectively fixedly connected to the ring gear output shaft, and the drive motor driving gear is fixedly connected to the drive motor input shaft of the drive motor device; the first gear driven gear, the synchronizer power shifting device, the second gear driven gear, the main reduction driving gear and the drive motor driven gear are arranged on the intermediate shaft, the first gear driven gear is meshed with the first gear driving gear, the second gear driven gear is meshed with the second gear driving gear, the drive motor driven gear is meshed with the drive motor driving gear, and the main reduction driving gear is meshed with the main reduction driven gear.

[0009] Furthermore, the first gear driven gear and the second gear driven gear are movably sleeved with the intermediate shaft via needle bearings respectively.

[0010] Furthermore, the synchronizer power shift device is arranged between the first gear driven gear and the second gear driven gear.

[0011] Furthermore, the synchronizer power shift device comprises a gear hub, a gear sleeve and a shift fork, the gear hub is fixedly connected to the intermediate shaft, and the gear sleeve is meshed with the gear hub via a sliding spline.

[0012] Further, the gear sleeve includes a left position, a middle position and a right position;

[0013] When in the left position, the gear sleeve is meshed with the gear hub and the first gear driven gear at the same time;

[0014] In the middle position, the gear sleeve is only engaged with the gear hub;

[0015] When in the right position, the gear sleeve is meshed with the gear hub and the second gear driven gear at the same time.

[0016] Furthermore, the ring gear output shaft is coaxial with the drive motor input shaft.

[0017] Furthermore, the ring gear output shaft is coaxial with the drive motor input shaft and is parallel to the intermediate shaft.

[0018] Furthermore, the first-gear driving gear and the second-gear driving gear have different outer diameters.

[0019] Furthermore, the output device includes an output shaft, and wheels connected to both ends of the output shaft.

[0020] The utility model provides a new hybrid power assembly drive device, which realizes the pure electric drive mode of the gearbox, the two-speed drive mode of the engine alone and the hybrid drive mode by coordinating and controlling the engine device, the generator device, the drive motor device, the synchronizer power shift device and the clutch device, which can effectively improve the vehicle's power and economy and improve the driving experience. Among them, the engine adopts two mechanical gears, which can improve the vehicle's power and economy and improve the driving experience by taking into account the low-speed and high-speed working conditions. The clutch controls the sun gear, and the clutch can be connected when necessary, and the sun gear is fixed, so that the engine can be directly driven, and the fuel economy is greatly improved. The synchronizer power shift device is located at the engine end, which is more conducive to smooth shifting. The synchronizer power shift device is located on the intermediate shaft, which is beneficial to reducing the wear of the synchronizer. This device is not only novel in structure, compact in layout, small in space occupation, low in manufacturing and maintenance costs, and suitable for large-scale production, but also more suitable for vehicle mounting. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 It is a structural schematic diagram of a novel hybrid power assembly drive device described in the utility model;

[0022] Figure 2 It is a structural schematic diagram of a power split device in a novel hybrid power assembly drive device described in the utility model;

[0023] Figure 3 It is a schematic structural diagram of a gear mechanism device in a novel hybrid power assembly drive device described in the utility model.

[0024] Graphic marking:

[0025] 1-Engine installation;

[0026] 2-Torsion damper device;

[0027] 3- Clutch device;

[0028] 4-Generator device;

[0029] 5-power split device, 501-sun gear, 502-planet carrier assembly, 503-ring gear output shaft;

[0030] 6-gear mechanism device, 601-first gear driving gear, 602-first gear driven gear, 603-second gear driving gear, 604-second gear driven gear, 605-driving motor driving gear, 606-driving motor driven gear, 607-driving motor input shaft, 608-intermediate shaft, 609-main reduction driving gear, 610-main reduction driven gear;

[0031] 7- driving motor device;

[0032] 8-Synchronizer power shift device;

[0033] 9- Differential device;

[0034] 10- Output device. DETAILED DESCRIPTION

[0035] The utility model is further described in detail below based on the accompanying drawings and embodiments. The described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments of the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0036] like Figure 1 As shown, this scheme provides a new hybrid powertrain drive device. By arranging a clutch device on the sun gear and a synchronizer power shift device on the engine input end, the pure electric drive mode of the gearbox, the engine drive mode and the hybrid drive mode can be realized. Because the engine speed is not high, the synchronizer power shift device is located at the engine end, which is more conducive to smooth shifting, and the synchronizer is located on the intermediate shaft, which is beneficial to reduce the wear of the synchronizer, while improving the vehicle's power and economy and driving experience. This device mainly includes an engine device 1, a torsional damper device 2, a clutch device 3, a generator device 4, a power split device 5, a gear mechanism device 6, a drive motor device 7, a synchronizer power shift device 8, a differential device 9 and an output device 10;

[0037] like Figure 2 As shown, the engine device 1 is fixedly connected to the input end of the torsional vibration damper device 2, the output end of the torsional vibration damper device 2 is fixedly connected to the planetary carrier assembly 502 of the power split device 5, the clutch device 3 is provided on the sun gear 501 of the power split device 5, one end of the clutch device 3 is fixed on the housing, and the other end is connected to the sun gear 501; the clutch device 3 is connected to the generator device 4; the gear mechanism device 6 is connected to the ring gear output shaft 503 of the power split device 5 and the drive motor input shaft 607 of the drive motor device 7; the main reduction driven gear 610 and the output device 10 are connected to the differential device 9, the main reduction driven gear 610 is meshed with the gear mechanism device 6, and the gear mechanism device 6 is shifted and adjusted through the synchronizer power shift device 8.

[0038] The output device 10 includes an output shaft and wheels connected to both ends of the output shaft.

[0039] Working principle:

[0040] The generator device 4 is connected to the engine device 1 through the power split device 5 and outputs power through the power split device 5; the engine device 1 can achieve a direct drive function through the power split device 5;

[0041] The drive motor device 7 and the gear mechanism device 6 are connected to transmit power through the synchronizer power shift device 8; the drive motor device 7 can realize a pure electric drive function through the connection between the gear mechanism device 6 and the main reduction driven gear 610 on the differential device 9.

[0042] The device can realize the pure electric driving mode of the powertrain box, the two-speed driving mode of the engine and the hybrid driving mode respectively through the synchronizer power shift device 8 and the clutch device 3.

[0043] like Figure 3 As shown, the gear mechanism device 6 in this embodiment includes a first gear driving gear 601, a first gear driven gear 602, a second gear driving gear 603, a second gear driven gear 604, a driving motor driving gear 605, a driving motor driven gear 606, an intermediate shaft 608 and a main reduction driving gear 609;

[0044] The first gear driving gear 601 and the second gear driving gear 603 are respectively fixedly connected to the ring gear output shaft 503, and the driving motor driving gear 605 is fixedly connected to the driving motor input shaft 607 of the driving motor device 7;

[0045] The intermediate shaft 608 is provided with the first gear driven gear 602, the synchronizer power shifting device 8, the second gear driven gear 604, the main reduction driving gear 609 and the drive motor driven gear 606. The first gear driven gear 602 is meshed with the first gear driving gear 601, the second gear driven gear 604 is meshed with the second gear driving gear 603, the drive motor driven gear 606 is meshed with the drive motor driving gear 605, and the main reduction driving gear 609 is meshed with the main reduction driven gear 610.

[0046] As an optimization of this embodiment, the ring gear output shaft 503 is coaxial with the drive motor input shaft 607; the ring gear output shaft 503 is coaxial with the drive motor input shaft 607 and is parallel to the intermediate shaft 608;

[0047] The first gear driven gear 602 and the second gear driven gear 604 are movably sleeved on the intermediate shaft 608 via needle bearings respectively.

[0048] The synchronizer power shift device 8 is arranged between the first gear driven gear 602 and the second gear driven gear 604, and the main reduction driving gear 609 is arranged between the second gear driven gear 604 and the drive motor driven gear 606. The main reduction driving gear 609 and the drive motor driven gear 606 are respectively connected to the intermediate shaft 608.

[0049] In this embodiment, the synchronizer power shift device 8 includes a gear hub, a gear sleeve and a shift fork. The gear hub is fixedly connected to the intermediate shaft 608, and the gear sleeve is meshed with the gear hub via a sliding spline.

[0050] It should be noted that the gear sleeve includes left position, middle position and right position;

[0051] When in the left position, the gear sleeve is meshed with the gear hub and the first gear driven gear 602 at the same time;

[0052] In the middle position, the gear sleeve is only engaged with the gear hub;

[0053] In the right position, the gear sleeve is meshed with the gear hub and the second gear driven gear 604 at the same time.

[0054] It should be noted that, in this embodiment, the outer diameters of the first gear driving gear 601 and the second gear driving gear 603 are different, so as to achieve different power drives under the drive of the synchronizer power shift device 8 .

[0055] As a specific embodiment of the present device, the outer diameter of the first gear driving gear 601 is smaller than the outer diameter of the second gear driving gear 603, and the outer diameter of the first gear driven gear 602 is larger than the outer diameter of the second gear driven gear 604 so as to mesh with each other.

[0056] The above description is only for illustrating the implementation mode of the present invention and is not intended to limit the present invention. For those skilled in the art, any modification, equivalent substitution, improvement, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A novel hybrid powertrain drive device, characterized in that: It comprises an engine device (1), a torsional vibration damper device (2), a clutch device (3), a generator device (4), a power split device (5), a gear mechanism device (6), a drive motor device (7), a synchronizer power shift device (8), a differential device (9) and an output device (10); The engine device (1) is fixedly connected to the input end of the torsion damper device (2); the output end of the torsion damper device (2) is fixedly connected to the planetary carrier assembly (502) of the power split device (5); the clutch device (3) is provided on the sun gear (501) of the power split device (5); the clutch device (3) is connected to the generator device (4); the gear mechanism device (6) is connected to the ring gear output shaft (503) of the power split device (5) and the drive motor input shaft (607) of the drive motor device (7); the main reduction driven gear (610) and the output device (10) are connected to the differential device (9); the main reduction driven gear (610) is meshed with the gear mechanism device (6), and the gear mechanism device (6) is shifted and adjusted by the synchronizer power shift device (8).

2. A novel hybrid powertrain drive device according to claim 1, characterized in that: The gear mechanism device (6) comprises a first gear driving gear (601), a first gear driven gear (602), a second gear driving gear (603), a second gear driven gear (604), a driving motor driving gear (605), a driving motor driven gear (606), an intermediate shaft (608), and a main reduction driving gear (609); The first gear driving gear (601) and the second gear driving gear (603) are respectively fixedly connected to the ring gear output shaft (503), and the drive motor driving gear (605) is fixedly connected to the drive motor input shaft (607) of the drive motor device (7); The intermediate shaft (608) is provided with the first gear driven gear (602), the synchronizer power shift device (8), the second gear driven gear (604), the main reduction driving gear (609) and the drive motor driven gear (606); the first gear driven gear (602) is meshed with the first gear driving gear (601), the second gear driven gear (604) is meshed with the second gear driving gear (603), the drive motor driven gear (606) is meshed with the drive motor driving gear (605), and the main reduction driving gear (609) is meshed with the main reduction driven gear (610).

3. A novel hybrid powertrain drive device according to claim 2, characterized in that: The first gear driven gear (602) and the second gear driven gear (604) are movably sleeved on the intermediate shaft (608) via needle bearings respectively.

4. A novel hybrid powertrain drive device according to claim 2 or 3, characterized in that: The synchronizer power shift device (8) is arranged between the first gear driven gear (602) and the second gear driven gear (604).

5. A novel hybrid powertrain drive device according to claim 4, characterized in that: The synchronizer power shift device (8) comprises a gear hub, a gear sleeve and a shift fork, the gear hub being fixedly connected to the intermediate shaft (608), and the gear sleeve being meshed with the gear hub via a sliding spline.

6. A novel hybrid powertrain drive device according to claim 5, characterized in that: The tooth sleeve includes a left position, a middle position and a right position; When in the left position, the gear sleeve is meshed with the gear hub and the first gear driven gear (602) at the same time; In the middle position, the gear sleeve is only engaged with the gear hub; When in the right position, the gear sleeve is meshed with the gear hub and the second gear driven gear (604) at the same time.

7. A novel hybrid powertrain drive device according to claim 1, characterized in that: The ring gear output shaft (503) and the drive motor input shaft (607) are coaxial.

8. A novel hybrid powertrain drive device according to claim 2, characterized in that: The ring gear output shaft (503) and the drive motor input shaft (607) are coaxial and parallel to the intermediate shaft (608).

9. A novel hybrid powertrain drive device according to claim 2, characterized in that: The first gear driving gear (601) and the second gear driving gear (603) have different outer diameters.

10. A novel hybrid powertrain drive device according to claim 1, characterized in that: The output device (10) comprises an output shaft and wheels connected to both ends of the output shaft.

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