Power system for vehicle and vehicle

Abstract

The utility model provides a power system for a vehicle and the vehicle. The power system for the vehicle comprises an engine, a motor and a transmission. The transmission includes an input shaft, an output shaft, a first gear, and a second gear. Furthermore, the input shaft is in transmission connection with an engine, and the output shaft is in transmission connection with a motor. The first gear is arranged on the input shaft in a torsion-resistant mode, the second gear is arranged on the output shaft in a torsion-resistant mode, and the second gear and the first gear form an internally-meshed gear pair, so that the input shaft and the output shaft are arranged in a mutually-parallel and non-coaxial mode. Therefore, the speed increasing function of the transmission can be adjusted by changing the transmission ratio of the gear pair, the radial size of the transmission of the vehicle power system is not increased basically, and the vehicle power system is low in cost, easy to assemble and small in fault risk. The vehicle has the same effect.

Description

Technical Field

[0001] The present application relates to the field of vehicles, and more specifically to a vehicle power system and a vehicle including the vehicle power system. Background Art

[0002] Currently, vehicle power systems can be used for pure electric vehicles and hybrid vehicles. A typical vehicle power system includes a range-extending system, which includes an integrated engine, a motor and a transmission. The torque of the engine can be transmitted to the motor via the transmission, and the motor can generate electricity as a generator.

[0003] For example, in the Chinese utility model patent with the publication number CN216666375U and the name "A stable transmission range extender", the engine of the range extender is connected to the generator through a planetary gear mechanism including a planet carrier, a sun gear and a ring gear, so that the torque of the engine can be transmitted to the generator through the planetary gear mechanism, so that the generator generates electricity. In the Chinese utility model patent with the publication number CN209566798U and the name "Range extender assembly and electric vehicle", the engine of the range extender is connected to the generator through a speed increaser (planetary gear mechanism) including a planet carrier, an external gear, a planetary gear and a sun gear, so that the torque of the engine can be transmitted to the generator through the speed increaser, so that the generator generates electricity.

[0004] In the prior art represented by the above utility model patent, the transmission of the range extender is mainly composed of a planetary gear mechanism. However, the transmission ratio (speed increase ratio) of the planetary gear mechanism is proportional to its radial size. If the transmission ratio is adjusted to increase the speed increase, the radial size of the planetary gear mechanism needs to be increased. Moreover, the structure of the planetary gear mechanism is complex, the cost is high, the assembly is difficult, and the risk of failure is high. Utility Model Content

[0005] This application is made in view of the defects in the above-mentioned technology. One object of this application is to provide a new type of vehicle power system, which can adjust the speed increase function of the transmission without substantially increasing the radial size of the transmission, and the vehicle power system has low cost, is easy to assemble and has a low risk of failure. Another object of this application is to provide a vehicle including the above-mentioned vehicle power system.

[0006] In order to achieve the above objectives, this application adopts the following technical solutions.

[0007] The present application provides a vehicle power system as follows, including an engine, a motor and a transmission, wherein the transmission includes:

[0008] An input shaft drivingly connected to the engine;

[0009] An output shaft, which is drivingly connected to the motor;

[0010] a first gear wheel, which is arranged on the input shaft in a torsionally fixed manner; and

[0011] The second gear is arranged on the output shaft in a torsion-proof manner, and the second gear and the first gear form an internally meshed gear pair, so that the input shaft and the output shaft are arranged in parallel and non-coaxially with each other.

[0012] In an optional solution, the first gear is an internal gear, the second gear is an external gear, and the first gear and the second gear are always in meshing state.

[0013] In another optional solution, both the first gear and the second gear are cylindrical gears.

[0014] In another optional solution, both the first gear and the second gear are bevel gears.

[0015] In another optional solution, a vibration reduction mechanism is further included, and the engine and the input shaft are transmission-connected via the vibration reduction mechanism.

[0016] In another optional solution, the engine, the vibration reduction mechanism, the transmission and the motor are arranged side by side in the axial direction of the engine.

[0017] In another optional solution, the motor is used as a generator, and the torque of the engine can be transmitted to the motor via the transmission to enable the motor to generate electricity.

[0018] The present application also provides a vehicle as follows, comprising a vehicle power system as described in any one of the above technical solutions.

[0019] In an optional solution, a motor control unit is further included, wherein the motor control unit and the motor are arranged side by side in the radial direction of the motor, and the motor control unit and the motor are arranged overlapping in the axial direction of the motor.

[0020] In another optional scheme, it also includes a heat exchange system and an oil pumping system, both of which are installed on the motor, the oil pumping system is coaxially arranged with the engine and transmission connected, and in the radial direction of the motor, the heat exchange system and the oil pumping system are located between the motor and the motor control unit.

[0021] The present application provides a vehicle power system and a vehicle including the vehicle power system. The vehicle power system includes an engine, a motor and a transmission. The transmission includes an input shaft, an output shaft, a first gear and a second gear. Furthermore, the input shaft is transmission-connected to the engine, and the output shaft is transmission-connected to the motor. The first gear is arranged on the input shaft in a torsion-resistant manner, the second gear is arranged on the output shaft in a torsion-resistant manner, and the second gear and the first gear form an internally meshed gear pair, so that the input shaft and the output shaft are arranged in a parallel and non-coaxial manner.

[0022] By adopting the above technical solution, the transmission connection is realized through the internal meshing gear pair in the transmission of the vehicle power system, thereby adjusting the speed increasing function of the transmission by changing the transmission ratio of the gear pair, which basically does not increase the radial size of the transmission of the vehicle power system. Moreover, compared with the solution of the transmission using the planetary gear mechanism, the transmission of the vehicle power system of the present application realizes the same speed increasing function through the internal meshing gear pair, thereby making the vehicle power system lower in cost, easier to assemble and less likely to fail. The vehicle according to the present application has the same effect. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 is a topological diagram showing the structure of a vehicle power system according to an embodiment of the present application.

[0024] Figure 2 and Figure 3 It shows that Figure 1 A topological schematic diagram of the local structure of a vehicle with a power system for a vehicle, which mainly shows the layout of various components.

[0025] Description of Reference Numerals

[0026] ICE engine;FW vibration reduction mechanism;

[0027] EM motor; PEU motor control unit;

[0028] TM transmission;

[0029] S1 input shaft; S2 output shaft; G1 first gear; G2 second gear;

[0030] MOP pump oil system; HE heat exchange system;

[0031] A axial direction. DETAILED DESCRIPTION

[0032] The exemplary embodiments of the present application are described below with reference to the accompanying drawings. It should be understood that these specific descriptions are only used to teach those skilled in the art how to implement the present application, and are not intended to exhaust all feasible methods of the present application, nor to limit the scope of the present application.

[0033] In the present application, "drive connection" refers to two components being connected in a torque-transmitting manner. The two components may be directly connected or indirectly connected to enable torque to be transmitted between the two components.

[0034] In this application, "torsion-resistant" means that two components can transmit torque and can rotate together. For example, when a gear is arranged on a shaft in a torsion-resistant manner, torque can be transmitted between the gear and the shaft, and the gear can rotate together with the shaft.

[0035] In this application, unless otherwise specified, "axial direction" refers to the axial direction of the engine (the axial direction of the output shaft of the engine, for example, the axial direction of the crankshaft), and "axial side" refers to the side where the engine is located (for example, Figures 1 to 3 The “other axial side” refers to the side where the motor is located (e.g. Figures 1 to 3 on the right side of the image).

[0036] A vehicle power system according to an embodiment of the present application will be described below in conjunction with the accompanying drawings.

[0037] like Figure 1 As shown, a vehicle power system according to an embodiment of the present application includes an integrated engine ICE, a damping mechanism FW, a transmission TM and an electric motor EM. The engine ICE, the damping mechanism FW, the transmission TM and the electric motor EM are arranged side by side in the axial direction A. Here, "arranged side by side" means that these components are arranged in the axial direction A, and the arrangement order of these components is not limited. Further, in this embodiment, the engine ICE, the damping mechanism FW, the transmission TM and the electric motor EM can be arranged in sequence from one axial side to the other axial side in the axial direction A. The engine ICE and the electric motor EM are located on two opposite sides of the transmission TM, the engine ICE is located on one axial side of the transmission TM and the electric motor EM is located on the other axial side of the transmission TM. The damping mechanism FW is located between the engine ICE and the transmission TM in the axial direction A.

[0038] In this embodiment, if Figure 1 As shown, the engine ICE may be a multi-cylinder engine, and the engine ICE is coaxially arranged with the input shaft S1 of the transmission TM and is always transmission-connected via the damping mechanism FW. For example, the output shaft (e.g., crankshaft) of the engine ICE may be connected to the input shaft S1 of the transmission TM via the damping mechanism FW. In this way, the torque from the engine ICE can be transmitted to the transmission TM, and then transmitted to the motor EM via the transmission TM.

[0039] In this embodiment, if Figure 1As shown, the damping mechanism FW can be, for example, a dual mass flywheel, which is used to attenuate the torsional vibration from the engine ICE during the torque transmission process. Other dampers can also be used to achieve the function of attenuating torsional vibration. The torque from the engine ICE can be transmitted to the transmission TM via the damping mechanism FW.

[0040] In this embodiment, if Figure 1 As shown, the motor EM includes a stator and a rotor that can rotate relative to the stator. The rotor of the motor EM is coaxially arranged with the output shaft S2 of the transmission TM and is always in driving connection. The motor EM is also electrically connected to the battery. The torque of the engine ICEI can be transmitted to the motor EM to drive the motor EM to generate electricity to charge the battery. In this embodiment, the motor EM is mainly used to generate electricity to charge the battery, but in other optional solutions, the motor EM can also be used to start the engine ICE or drive the vehicle under certain working conditions.

[0041] In this embodiment, if Figure 1 As shown, the transmission TM is located between the engine ICE and the motor EM in the axial direction A, and the main structure of the transmission TM is accommodated in the housing of the transmission TM. The transmission TM includes an input shaft S1, an output shaft S2, a first gear G1 and a second gear G2.

[0042] In this embodiment, the input shaft S1 extends linearly along the axial direction A, and the input shaft S1 is always connected to the engine ICE via the damping mechanism FW, so that the transmission TM can receive torque from the engine ICE. The output shaft S2 extends linearly parallel to the axial direction A, and the output shaft S2 is coaxially arranged with the motor shaft of the motor EM and is always connected to the transmission, so that the transmission TM can transmit torque to the motor EM. Further, the first gear G1 is arranged on the input shaft S1 in a torsion-proof manner, so that the first gear G1 can rotate with the input shaft S1. The second gear G2 is arranged on the output shaft S2 in a torsion-proof manner, so that the second gear G2 can drive the output shaft S2 to rotate together. The first gear G1 is an internal gear having a plurality of internal teeth formed on its inner circumferential surface, and the second gear G2 is an external gear having a plurality of external teeth formed on its outer circumferential surface. The first gear G1 and the second gear G2 are always in meshing state, and the two constitute an internally meshing gear pair. Furthermore, the input shaft S1 coaxially arranged with the first gear G1 and the output shaft S2 coaxially arranged with the second gear G2 are arranged in parallel and non-coaxially with each other. In the present embodiment, the first gear G1 and the second gear G2 are both cylindrical gears. However, the present application is not limited thereto, and the first gear G1 and the second gear G2 can both be bevel gears or bevel gears. The internally meshing gear pair can reduce the axial size of the transmission TM.

[0043] In this way, the transmission TM can change the transmission ratio by adjusting the parameters of each gear in the above-mentioned gear pair, thereby adjusting the speed increasing function. For example, when the transmission ratio of the transmission TM needs to be changed, it can be achieved by adjusting the diameter of the second gear G2 without adjusting the diameter of the first gear G1, so that the transmission ratio can be adjusted without increasing the radial size of the transmission TM. Compared with the vehicle power system described in the background technology, under the same radial size, the transmission TM according to the present application can achieve a greater speed increase, and has a smaller radial size when achieving the same transmission ratio.

[0044] Therefore, in the present embodiment, the transmission path of the torque from the engine ICE is as follows: engine ICE→damping mechanism FW→input shaft S1→first gear G1→second gear G2→output shaft S2→motor EM.

[0045] Furthermore, in the present application, a vehicle including the vehicle power system as described above is also provided.

[0046] like Figure 2 As shown, the vehicle according to the present application further includes a motor control unit PEU, which is used to control the operation of the motor EM. The motor control unit PEU and the motor EM are arranged side by side in the radial direction of the motor EM, that is, the motor control unit PEU and the motor EM are arranged in the radial direction of the motor EM, and the arrangement order of these components is not limited. The motor control unit PEU and the motor EM can be arranged overlapping in the axial direction of the motor EM. That is to say, when observed from at least one radial direction of the motor EM, the motor control unit PEU and the motor EM at least partially block each other. In fact, since the motor EM has a radial relationship with the engine ICE, the motor EM is arranged side by side with the motor EM in the radial direction of the motor EM. Figure 1 The non-coaxial offset structure shown in the figure enables the motor control unit PEU to be arranged side by side with the motor EM in the radial direction of the motor EM, and the motor control unit PEU and the transmission TM are arranged overlappingly along the axial direction A. In this way, the axial size of the vehicle power system or even the entire vehicle can be reduced without increasing the radial size of the entire vehicle power system. In one example, the motor EM can be a water-cooled motor.

[0047] like Figure 3As shown, the vehicle according to the present application includes, in addition to the motor control unit PEU, an oil pumping system MOP and a heat exchange system HE. The oil pumping system MOP is capable of pumping oil used as a cooling fluid into the motor EM, and the heat exchange system HE is used to allow the oil after cooling the motor EM to perform heat exchange with other cooling fluids (such as water) in the vehicle. The heat exchange system HE and the oil pumping system MOP can both be installed on the housing of the motor EM, and the oil pumping system MOP is coaxially arranged with the engine ICE and transmission-connected. In the radial direction of the motor EM, the heat exchange system HE and the oil pumping system MOP can be located between the motor EM and the motor control unit PEU. In this way, it is possible to reduce the axial size of the vehicle power system or even the entire vehicle without increasing the radial size of the entire vehicle power system. In one example, the motor EM can be an oil-cooled motor.

[0048] The above embodiments are merely exemplary and are not intended to limit the present application. Those skilled in the art may make various modifications and changes to the above embodiments under the guidance of the present application without departing from the scope of the present application. The following supplementary explanation is provided for the technical solution of the present application.

[0049] i. It can be understood that the transmission TM of the present application may include other structures to change the transmission ratio in addition to the structures described in the above embodiments.

[0050] ii. The present application also provides a vehicle including the above-mentioned vehicle power system, which may be a pure electric vehicle or a hybrid vehicle, and in particular may be an extended-range electric vehicle.

Claims

1. A vehicle power system, characterized in that: It includes an engine, a motor and a transmission, wherein the transmission includes: An input shaft drivingly connected to the engine; An output shaft, which is drivingly connected to the motor; a first gear wheel, which is arranged on the input shaft in a torsionally fixed manner; and The second gear is arranged on the output shaft in a torsion-proof manner, and the second gear and the first gear form an internally meshed gear pair, so that the input shaft and the output shaft are arranged in parallel and non-coaxially with each other.

2. The vehicle power system according to claim 1, characterized in that: The first gear is an internal gear, the second gear is an external gear, and the first gear and the second gear are always in meshing state.

3. The vehicle power system according to claim 2, characterized in that: The first gear and the second gear are both cylindrical gears.

4. The vehicle power system according to claim 2, characterized in that: The first gear and the second gear are both bevel gears.

5. The vehicle power system according to any one of claims 1 to 4, characterized in that: It also includes a vibration reduction mechanism, and the engine and the input shaft are transmission-connected via the vibration reduction mechanism.

6. The vehicle power system according to claim 5, characterized in that: The engine, the vibration reduction mechanism, the transmission and the motor are arranged side by side in the axial direction of the engine.

7. The vehicle power system according to any one of claims 1 to 4, characterized in that: The motor functions as a generator, and the torque of the engine can be transmitted to the motor via the transmission so that the motor generates electricity.

8. A vehicle, characterized in that: A vehicle power system comprising any one of claims 1 to 7.

9. The vehicle according to claim 8, characterized in that Also includes a motor control unit, The motor control unit and the motor are arranged side by side in a radial direction of the motor, and The motor control unit and the motor are arranged to overlap in the axial direction of the motor.

10. The vehicle according to claim 9, characterized in that It also includes heat exchange system and oil pump system. The heat exchange system and the oil pumping system are both installed on the motor, and the oil pumping system is coaxially arranged with the engine and is transmission-connected, and In a radial direction of the motor, the heat exchange system and the oil pumping system are located between the motor and the motor control unit.

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