Highly-integrated parallel two-gear hybrid power structure

Abstract

The utility model discloses a highly-integrated parallel two-gear hybrid power structure. The highly-integrated parallel two-gear hybrid power structure comprises an engine, a clutch, a low-speed motor, an input shaft, an intermediate shaft and an output shaft. The input shaft is connected with the low-speed motor, and a clutch is installed between the low-speed motor and the engine. And the intermediate shaft is parallel to the input shaft and is connected with the input shaft through a gear pair. And the output shaft is used for driving wheels and is connected with the intermediate shaft or the input shaft at different speed ratios through a synchronizer. A first gear is mounted on the input shaft and can be meshed with combination teeth of the synchronizer; and the fourth gear is sleeved on the output shaft. A synchronizer is installed on the output shaft and can be engaged with the fourth gear and the first gear. The intermediate shaft is provided with a second gear and a third gear. Compared with a traditional hybrid power scheme, the hybrid power device is more compact in structure, low in cost, high in efficiency and capable of better covering the power acceleration performance of high and low vehicle speeds, and economical efficiency is improved.

Description

Technical Field

[0001] The utility model belongs to the technical field of hybrid power transmission gearboxes, and in particular relates to a highly integrated parallel two-speed hybrid power structure. Background Art

[0002] As an important component of hybrid vehicles, hybrid automatic transmission is an important indicator to measure the performance of hybrid vehicles. As a major branch of new energy, hybrid models are not uncommon in the existing automobile sales market. In order to pursue the economy of energy consumption and the dynamics of control, the existing hybrid structure has gradually developed towards a more complex structure and a dual-motor direction. Because when designing a single-motor system, the power of the selected motor is often large because the car needs to cope with climbing and some complex road conditions. In the actual application process, in many cases, the motor is at a low speed point, so the efficiency of the motor is relatively low and most of the energy is wasted. The use of dual motors, using motors of different powers at low and high speeds, can greatly improve the energy utilization efficiency, which is more energy-saving and environmentally friendly than a single motor, and the vehicle's endurance will also be greatly improved.

[0003] However, the purchase and layout costs of dual motors are relatively high. When used in vehicles such as light trucks that need to cope with complex working conditions and have requirements for economy, although the dual-motor solution meets the requirements of energy saving and power, the hybrid structure is more complex and the cost is difficult to reduce. Utility Model Content

[0004] In view of the above-mentioned deficiencies in the prior art, the purpose of the utility model is to provide a highly integrated parallel two-speed hybrid power structure, which can realize direct drive and parallel hybrid drive of two speeds of the motor and the engine respectively, has a compact structure, can realize two-speed control in multiple modes, and has low cost and high efficiency.

[0005] In order to achieve the above-mentioned purpose, the utility model provides a highly integrated parallel two-speed hybrid power structure, including: an engine, a clutch, a low-speed motor, an input shaft, an intermediate shaft, and an output shaft.

[0006] An input shaft is connected to the low-speed motor, and a clutch is installed between the low-speed motor and the engine;

[0007] The intermediate shaft is arranged parallel to the input shaft and connected through a gear pair.

[0008] The output shaft, which drives the wheels, is connected to the intermediate shaft or input shaft at different speed ratios through a synchronizer.

[0009] According to another embodiment of the hybrid power structure of the present invention, a first gear is installed on the input shaft, and the first gear can mesh with the engaging teeth of the synchronizer; the fourth gear is sleeved on the output shaft and a bearing is installed between the fourth gear and the output shaft to maintain free relative rotation; a synchronizer is installed on the output shaft, and the synchronizer can mesh with the fourth gear and the first gear respectively; the intermediate shaft is provided with a second gear and a third gear, the second gear meshes with the first gear, and the third gear meshes with the fourth gear.

[0010] According to a hybrid power structure of another embodiment of the present invention or any of the aforementioned embodiments, the low-speed motor is an ISG motor, which is an integrated starting and generating motor.

[0011] According to a hybrid power structure of yet another embodiment of the present invention or any of the aforementioned embodiments, a differential is installed on the output shaft, and the differential is connected to the output shaft via a gear pair.

[0012] According to a hybrid power structure of yet another embodiment of the present invention or any of the aforementioned embodiments, the low-speed motor is a water-cooled motor or an oil-cooled motor.

[0013] According to a hybrid power structure of yet another embodiment of the present invention or any of the aforementioned embodiments, the clutch adopts pneumatic or hydraulic separation for power coupling.

[0014] According to a hybrid power structure of yet another embodiment of the present invention or any of the aforementioned embodiments, the synchronizer adopts a sliding sleeve structure without a synchronizer ring.

[0015] According to a hybrid power structure of yet another embodiment of the present invention or any of the aforementioned embodiments, the output shaft is coaxially arranged with the input shaft.

[0016] Beneficial effects of the utility model:

[0017] The utility model adopts fewer shaft systems and has a more compact structure, low cost, and high efficiency compared to traditional hybrid solutions. It can better cover the dynamic acceleration of high and low vehicle speeds, so that the maximum speed of the vehicle is higher and the engine's low-speed driving power is better, thereby improving economy. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 It is a structural schematic diagram of the highly integrated parallel two-speed hybrid power structure described in the utility model;

[0019] Figure 2 It is a schematic diagram of the power transmission route of the highly integrated parallel two-speed hybrid power structure in the pure electric first-speed mode described in the utility model;

[0020] Figure 3It is a schematic diagram of the power transmission route of the highly integrated parallel two-speed hybrid power structure in the pure electric second-speed mode described in the utility model;

[0021] Figure 4 It is a schematic diagram of the power transmission route of the highly integrated parallel two-speed hybrid power structure in the engine direct drive first-speed mode described in the utility model;

[0022] Figure 5 It is a schematic diagram of the power transmission route of the highly integrated parallel two-speed hybrid power structure in the engine direct drive second-speed mode described in the utility model;

[0023] Figure 6 It is a schematic diagram of the power transmission route of the highly integrated parallel two-speed hybrid power structure in the parking power generation mode described in the utility model;

[0024] Figure 7 It is a schematic diagram of the power transmission route of the highly integrated parallel two-speed hybrid power structure in the parallel one-speed mode described in the utility model;

[0025] Figure 8 It is a schematic diagram of the power transmission route of the highly integrated parallel two-speed hybrid power structure in the parallel two-speed mode of the utility model;

[0026] Fig. 9 It is a schematic diagram of the power transmission route of the highly integrated parallel two-speed hybrid power structure in the hybrid one-speed mode described in the utility model;

[0027] Fig.10 It is a schematic diagram of the power transmission route of the highly integrated parallel two-speed hybrid power structure in the hybrid second-speed mode described in the utility model;

[0028] In the figure: 1. engine; 2. clutch; 3. low-speed motor; 4. input shaft; 5. intermediate shaft; 6. output shaft; 7. synchronizer; 801. first gear; 802. second gear; 803. third gear; 804. fourth gear. DETAILED DESCRIPTION

[0029] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, 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.

[0030] like Figure 1As shown, a highly integrated parallel two-speed hybrid structure includes: an engine 1, a clutch 2, a low-speed motor 3, an input shaft 4, an intermediate shaft 5, and an output shaft 6. The input shaft 4 is connected to the low-speed motor 3, and a clutch 2 is installed between the low-speed motor 3 and the engine 1. The clutch 2 uses pneumatic or hydraulic separation for power coupling. The low-speed motor 3 is an ISG motor, which is a starting and generating integrated motor. The low-speed motor 3 can be a water-cooled motor or an oil-cooled motor. The synchronizer 7 can use a sliding sleeve synchronizer without a synchronizer ring.

[0031] The intermediate shaft 5 is arranged parallel to the input shaft 4 and connected through a gear pair. The output shaft 6 is arranged coaxially with the input shaft 4. The output shaft 6 drives the wheels and is connected to the intermediate shaft 5 or the input shaft 4 at different speed ratios through the synchronizer 7. When the synchronizer 7 is engaged with the first gear, it is the second gear; when the synchronizer 7 is engaged with the fourth gear. A differential can be installed on the output shaft 6, and the differential is connected to the output shaft 6 through a gear pair.

[0032] A first gear 801 is installed on the input shaft 4, and the first gear 801 can mesh with the combining teeth of the synchronizer 7; the fourth gear 804 is sleeved on the output shaft 6 and a bearing is installed between the fourth gear 804 and the output shaft 6 to maintain free relative rotation; the synchronizer 7 is installed on the output shaft 6, and the synchronizer 7 can mesh with the fourth gear 804 and the first gear 801 respectively; the intermediate shaft 5 is provided with a second gear 802 and a third gear 803, the second gear 802 meshes with the first gear 801, and the third gear 803 meshes with the fourth gear 804.

[0033] The working principle of this utility model:

[0034] The special feature of the utility model is that it is a highly integrated P2 parallel two-speed two-in-one system, which realizes direct drive and parallel hybrid drive of two speeds of the motor and the engine 1, with a compact structure and low cost. The second gear adopts a design with a direct gear ratio of 1, which has high efficiency.

[0035] The low-speed motor 3 of the utility model can be a water-cooled motor or an oil-cooled motor, and can be charged while driving or stopped. The clutch 2 can use conventional automatic pneumatic or hydraulic separation for power coupling, which is low in cost. The synchronizer 7 uses a conventional sliding sleeve synchronizer 7 without a synchronizer ring, which also reduces costs.

[0036] The power transmission routes of each gear of the utility model are as follows:

[0037] like Figure 2 As shown, the clutch 2 is disengaged, the synchronizer 7 is engaged with the fourth gear 804, the engine 1 does not provide power, and the low-speed motor 3 is driven alone. At this time, the power flow is from the input shaft 4, the intermediate shaft 5, through the left-engaged synchronizer 7, and through the output shaft 6. At this time, it is a pure electric first gear mode;

[0038] like Figure 3 As shown, the clutch 2 is disengaged, the synchronizer 7 is engaged with the first gear 801, the engine 1 does not provide power, and the low-speed motor 3 is driven alone. At this time, the power flow is from the input shaft 4, through the right-engaged synchronizer 7, and through the output shaft 6. At this time, it is a pure electric first gear mode;

[0039] like Figure 4 As shown, the clutch 2 is engaged, the synchronizer 7 is engaged with the fourth gear 804, and the engine 1 drives the vehicle alone, which is suitable for battery feeding. At this time, the power flow is from the input shaft 4, the intermediate shaft 5, through the left-engaged synchronizer 7, and via the output shaft 6. At this time, it is the first gear mode of direct drive of the engine 1;

[0040] like Figure 5 As shown, the clutch 2 is engaged, the synchronizer 7 is engaged with the first gear 801, and the engine 1 drives the vehicle alone. At this time, the efficiency is the highest. The power flow is from the input shaft 4, through the right-engaged synchronizer 7, and via the output shaft 6. At this time, the engine 1 is directly driven in the second gear mode;

[0041] like Figure 6 As shown, when the vehicle is parked, the clutch 2 is engaged and the synchronizer 7 is in a neutral state. At this time, the engine 1 works in a high-efficiency area, driving the low-speed motor 3 to generate electricity. This is the parking power generation mode;

[0042] like Figure 7 As shown, the clutch 2 is engaged, the synchronizer 7 is engaged with the fourth gear 804, the engine 1 and the low-speed motor 3 jointly drive the vehicle, which is suitable for climbing or starting acceleration, the input shaft 4 drives the intermediate shaft 5 through the meshing of the first gear 801 and the second gear 802, and the intermediate shaft 5 transmits the power to the output shaft 6 through the third gear 803 and the fourth gear 804 through the synchronizer 7 to drive the wheels. At this time, it is a parallel first gear mode;

[0043] like Figure 8 As shown, the clutch 2 is engaged, the synchronizer 7 is engaged with the first gear 801, the engine 1 and the low-speed motor 3 jointly drive the vehicle, which is suitable for high-speed acceleration and overtaking, and the input shaft 4 transmits power to the output shaft 6 through the synchronizer 7 to drive the wheels. At this time, it is a parallel second gear mode;

[0044] like Fig. 9 As shown, the clutch 2 is engaged, the synchronizer 7 is engaged with the fourth gear 804, the engine 1 drives the vehicle alone, and the low-speed motor 3 does not participate in the driving. When the engine power is surplus during low and medium speed driving, a part of the power flows from the input shaft 4, the intermediate shaft 5, through the left-engaged synchronizer 7, and drives the wheels via the output shaft 6; if the battery of the low-speed motor 3 feeds electricity, another part of the engine power drives the low-speed motor 3 to generate electricity. At this time, the low-speed motor 3 acts as a generator, and this is the hybrid first gear mode;

[0045] like Fig.10As shown, the clutch 2 is engaged, the synchronizer 7 is engaged with the first gear 801, and the engine 1 drives the vehicle alone. When there is surplus engine power for high-speed cruising, the power flows from the input shaft 4, through the right-engaged synchronizer 7, and via the output shaft 6 to drive the wheels; if the battery of the low-speed motor 3 feeds power, the engine 1 runs at high speed, and the other part of the power drives the low-speed motor 3 to generate electricity. At this time, the low-speed motor 3 acts as a generator, and this is the direct drive second gear mode of the engine 1.

[0046] The above shows and describes the basic principles, main features and advantages of the utility model. The technicians in this industry should understand that the above implementation is only to illustrate the technical concept and characteristics of the utility model, and its purpose is to enable people familiar with this technology to understand the content of the utility model and implement it, and it cannot be used to limit the protection scope of the utility model. All equivalent changes or modifications made according to the spirit of the utility model should be included in the protection scope of the utility model.

Claims

1. A highly integrated parallel two-speed hybrid power structure, characterized by: include: Engine (1), clutch (2), low-speed motor (3), input shaft (4), intermediate shaft (5), output shaft (6), An input shaft (4) is connected to the low-speed motor (3), and a clutch (2) is installed between the low-speed motor (3) and the engine (1); The intermediate shaft (5) is arranged parallel to the input shaft (4) and is connected to the input shaft (4) via a gear pair. The output shaft (6) drives the wheels and is connected to the intermediate shaft (5) or the input shaft (4) at different speed ratios through a synchronizer (7); The input shaft (4) is provided with a first gear (801), and the first gear (801) is capable of meshing with the engaging teeth of the synchronizer (7); the fourth gear (804) is sleeved on the output shaft (6) and a bearing is installed between the fourth gear (804) and the output shaft (6) to maintain free relative rotation; the output shaft (6) is provided with a synchronizer (7), and the synchronizer (7) is capable of meshing with the fourth gear (804) and the first gear (801) respectively; the intermediate shaft (5) is provided with a second gear (802) and a third gear (803), the second gear (802) is meshed with the first gear (801), and the third gear (803) is meshed with the fourth gear (804).

2. A highly integrated parallel two-speed hybrid power structure according to claim 1, characterized in that: The low-speed motor (3) is an ISG motor, which is a starting and generating integrated motor.

3. A highly integrated parallel two-speed hybrid power structure according to claim 1, characterized in that: A differential is mounted on the output shaft (6), and the differential is connected to the output shaft (6) via a gear pair.

4. A highly integrated parallel two-speed hybrid power structure according to claim 1, characterized in that: The low-speed motor (3) is a water-cooled motor or an oil-cooled motor.

5. The highly integrated parallel two-speed hybrid power structure according to claim 1, characterized in that: The clutch (2) uses pneumatic or hydraulic separation to perform power coupling.

6. A highly integrated parallel two-speed hybrid power structure according to claim 1, characterized in that: The synchronizer (7) adopts a sliding sleeve structure without a synchronizer ring.

7. A highly integrated parallel two-speed hybrid power structure according to claim 1, characterized in that: The output shaft (6) is coaxially arranged with the input shaft (4).

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