Parallel shaft type hybrid power system and vehicle

Abstract

The utility model belongs to the technical field of hybrid power, and particularly relates to a parallel shaft type hybrid power system and a vehicle, which comprise a first motor, a second motor, a first input shaft, a second input shaft with a hollow structure, a first gear, a first clutch, an engine, a power transmission mechanism and a differential mechanism structure, the first motor and the second motor are coaxial and overlapped, one end of the first input shaft is in transmission connection with a rotor of the second motor, the other end of the first input shaft is connected with the engine, the first input shaft is sleeved with the second input shaft in an empty mode and is in transmission connection with a rotor of the first motor, and the first gear is arranged on the second input shaft. A first clutch is connected between the first input shaft and the second input shaft, and when the first clutch is connected, the first input shaft and the differential mechanism structure are in transmission connection through a power transmission mechanism. According to the utility model, the first motor and the second motor are coaxial and overlapped, the integration level of the assembly is high, arrangement and installation are facilitated by using a compact structure, and the comprehensive utilization efficiency is improved.

Description

Technical Field

[0001] The utility model belongs to the technical field of hybrid power, and in particular relates to a parallel-axis hybrid power system and a vehicle. Background Art

[0002] With the development of the times, the world today is facing two major challenges: energy shortage and environmental degradation. Among them, traditional fuel vehicles are being seriously affected by the oil crisis and environmental degradation. In order to cope with the impact of the above environmental changes, people have developed hybrid vehicles to improve the economy of fuel vehicles.

[0003] The hybrid drive system is one of the important components of a hybrid vehicle, so that the vehicle has two power outputs. However, the technical problems of the existing hybrid drive system are that the overall efficiency is low, the components in the system are large in size and difficult to arrange and install, which is not conducive to large-scale promotion and use.

[0004] The information disclosed in this background technology section is only intended to increase the understanding of the overall background of the present invention, and should not be regarded as acknowledging or suggesting in any form that the information constitutes the prior art already known to a person skilled in the art. Utility Model Content

[0005] The utility model provides a parallel-axis hybrid power system and a vehicle, aiming to solve the technical problems pointed out in the above background technology.

[0006] In order to achieve the above object, the technical solution of the utility model is:

[0007] A parallel shaft hybrid system includes a first motor, a second motor, a first input shaft, a second input shaft with a hollow structure, a first gear, a first clutch, an engine, a power transmission mechanism and a differential structure.

[0008] The first motor and the second motor are coaxially and overlapped, one end of the first input shaft is drivingly connected to the rotor of the second motor, and the other end is connected to the engine.

[0009] The second input shaft is loosely sleeved on the first input shaft and is drivingly connected to the rotor of the first motor. The first gear is arranged on the second input shaft.

[0010] The first clutch is connected between the first input shaft and the second input shaft. When the first clutch is engaged, the first input shaft is transmission-connected to the differential structure through the power transmission mechanism.

[0011] Preferably, the power transmission mechanism comprises a transmission shaft, a second gear and a third gear, the second gear and the third gear are arranged on the transmission shaft at intervals, the second gear is meshedly connected with the first gear, and the third gear is meshedly connected with the differential structure.

[0012] Preferably, the second gear and the third gear are arranged in sequence along the axial direction of the transmission shaft.

[0013] Preferably, the differential structure comprises a differential and a fourth gear, wherein the fourth gear is arranged on the differential and meshingly connected with the third gear.

[0014] Preferably, the utility model also includes at least one group of gear adjustment mechanism, which includes a second clutch, a fifth gear and a sixth gear. When the second clutch and the fifth gear are arranged on the first input shaft, the sixth gear is arranged on the transmission shaft. When the second clutch and the fifth gear are arranged on the transmission shaft, the sixth gear is arranged on the first input shaft, and the fifth gear and the sixth gear are meshingly connected.

[0015] The utility model also provides a vehicle, comprising the above-mentioned parallel-axis hybrid power system.

[0016] Due to the adoption of the above technical solution, the beneficial effects of the utility model are:

[0017] 1. The utility model provides a parallel-axis hybrid power system and a vehicle, wherein the first motor and the second motor are coaxially and overlappedly arranged, the assembly has a high degree of integration, and the compact structure is convenient for arrangement and installation, thereby improving the comprehensive utilization efficiency; the system has a small weight and can effectively reduce cost expenditure; the first motor and the second motor are directly connected to the engine (speed ratio is 1), and the transmission efficiency is higher, which is convenient for large-scale promotion and practical use.

[0018] 2. The utility model is provided with a gear adjustment mechanism for selecting a suitable gear to drive the vehicle according to road conditions when in the engine drive mode. For example, when the vehicle is at high speed, the second clutch can be disconnected and the first clutch can be engaged, and then the vehicle can be driven by the engine; when the vehicle is at low speed, the first clutch can be disconnected and the second clutch can be engaged, and then the vehicle can be driven by the engine, which is beneficial to achieving fuel efficiency and economy. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 This is a schematic diagram of the structure of the utility model in a first gear configuration in a power generation mode;

[0020] Figure 2 This is a schematic diagram of the structure of the utility model in the first gear configuration in the engine driving mode;

[0021] Figure 3 This is a schematic diagram of the structure of the utility model in a first gear configuration in a pure electric drive mode;

[0022] Figure 4 This is a schematic diagram of the structure of the utility model in a first gear configuration in an extended range driving mode;

[0023] Figure 5 This is a schematic diagram of the structure of the utility model in the second gear configuration in the engine driving mode state Figure 1 ;

[0024] Figure 6 This is a schematic diagram of the structure of the utility model in the second gear configuration in the engine driving mode state Figure 2 ;

[0025] Figure 7 This is a schematic diagram of the structure of the utility model in the second gear configuration in the engine driving mode state Figure 3 ;

[0026] Figure 8 This is a schematic diagram of the structure of the utility model in the second gear configuration in the engine driving mode state Figure 4 .

[0027] The main component symbols in the figure are explained as follows:

[0028] 1. First motor; 2. Second motor; 3. First input shaft; 4. Second input shaft; 5. First gear; 6. First clutch; 7. Engine; 8. Power transmission mechanism; 81. Transmission shaft; 82. Second gear; 83. Third gear; 9. Differential structure; 91. Differential; 92. Fourth gear; 100. Gear adjustment mechanism; 110. Second clutch; 120. Fifth gear; 130. Sixth 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 in 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] Example

[0031] like Figures 1 to 8As shown, a parallel-axis hybrid power system includes a first motor 1, a second motor 2, a first input shaft 3, a second input shaft 4 with a hollow structure, a first gear 5, a first clutch 6, an engine 7, a power transmission mechanism 8 and a differential structure 9. The first motor 1 and the second motor 2 are coaxial and overlapped. One end of the first input shaft 3 is drivingly connected to the rotor of the second motor 2, and the other end is connected to the engine 7. The second input shaft 4 is loosely sleeved on the first input shaft 3 and is drivingly connected to the rotor of the first motor 1. The first gear 5 is arranged on the second input shaft 4. A first clutch 6 is connected between the first input shaft 3 and the second input shaft 4. When the first clutch 6 is engaged, the first input shaft 3 and the differential structure 9 are drivingly connected through the power transmission mechanism 8.

[0032] In this embodiment, the power transmission mechanism 8 includes a transmission shaft 81, a second gear 82 and a third gear 83. The second gear 82 and the third gear 83 are arranged on the transmission shaft 81 at intervals. The second gear 82 is meshed and connected with the first gear 5, and the third gear 83 is meshed and connected with the differential structure 9.

[0033] Specifically, the second gear 82 and the third gear 83 are arranged in sequence along the axial direction of the transmission shaft 81 .

[0034] In this embodiment, the differential structure 9 includes a differential 91 and a fourth gear 92 . The fourth gear 92 is disposed on the differential 91 and meshedly connected with the third gear 83 .

[0035] In this embodiment, the utility model further includes at least one gear adjustment mechanism 100, the gear adjustment mechanism 100 includes a second clutch 110, a fifth gear 120 and a sixth gear 130. When the second clutch 110 and the fifth gear 120 are arranged on the first input shaft 3, the sixth gear 130 is arranged on the transmission shaft 81. Figure 5 and Figure 6 When the second clutch 110 and the fifth gear 120 are provided on the transmission shaft 81, the sixth gear 130 is provided on the first input shaft 3, as shown Figure 7 and Figure 8 As shown; the fifth gear 120 and the sixth gear 130 are meshed and connected; the utility model includes but is not limited to a set of gear adjustment mechanisms 100; adding a set of gear adjustment mechanisms 100 can be deemed to add a gear, and the setting of the gear, that is, the number of groups of the gear adjustment mechanisms 100 can be determined according to actual conditions.

[0036] The utility model also provides a vehicle, comprising the parallel-axis hybrid power system in the above embodiment.

[0037] The utility model provides a parallel shaft hybrid power system, wherein Figure 1-Figure 4 Recorded as a first-gear configuration, Figure 5-Figure 8It is recorded as a second gear configuration. By controlling the engagement or disengagement of the first clutch 6 and the second clutch 110, switching of various working modes can be achieved, such as power generation mode, engine drive mode, pure electric drive mode or extended-range drive mode. The use of the utility model architecture effectively solves the problems of low comprehensive efficiency and large size of existing hybrid drive systems that are difficult to arrange and install, which is conducive to large-scale promotion and use.

[0038] Power generation mode

[0039] See also Figure 1 When the vehicle is in the power generation mode, the first clutch 6 is in the disconnected state, and the engine 7 is started to drive the first input shaft 3 to rotate, thereby controlling the rotation of the rotor of the second motor 2 and making the second motor 2 enter the power generation mode to charge the power battery pack, while the first motor 1 is not working at this time; the power generation mode is applied when the vehicle is stopped or the vehicle air conditioner is in working state, so as to facilitate charging the low-power power battery pack.

[0040] Engine drive mode

[0041] See also Figure 2 When the vehicle is in the engine 7 driving mode, the first clutch 6 is in the engaged state, the engine 7 is started to drive the first input shaft 3 to rotate, and the power is transmitted to the second gear 82 and the transmission shaft 81 through the first gear 5, and is transmitted to the fourth gear 92 on the differential 91 through the third gear 83 on the transmission shaft 81, thereby driving the vehicle wheels to rotate through the differential 91.

[0042] When using the second gear configuration, refer to Figure 5 and Figure 7 , the first clutch 6 is in an engaged state, and the second clutch 110 is in a disconnected state. Figure 2 Same; Figure 2 , Figure 5 and Figure 7 These three sets of work processes are recorded as the first engine gear. When the engine driving mode is in the first engine gear, it can be applied when the vehicle is in a high-speed road condition, which is beneficial to achieving fuel efficiency and economy.

[0043] See also Figure 6 , the first clutch 6 is in a disconnected state, the second clutch 110 is in an engaged state, the engine 7 is started to drive the first input shaft 3 to rotate, the power is transmitted to the sixth gear 130 and the transmission shaft 81 through the fifth gear 120, and is transmitted to the fourth gear 92 on the differential 91 through the third gear 83 on the transmission shaft 81, thereby driving the vehicle wheels to rotate through the differential 91.

[0044] See also Figure 8 ,and Figure 6The difference is that the positions of the second clutch 110, the fifth gear 120 and the sixth gear 130 are different, so that the order of power transmission is different, that is, the first clutch 6 is in a disconnected state, the second clutch 110 is in an engaged state, the engine 7 is started to drive the first input shaft 3 to rotate, and the power is transmitted to the fifth gear 120 and the transmission shaft 81 through the sixth gear 130, and is transmitted to the fourth gear 92 on the differential 91 through the third gear 83 on the transmission shaft 81, thereby driving the vehicle wheels to rotate through the differential 91.

[0045] Figure 6 and Figure 8 These two sets of working processes are recorded as the second engine gear. When the engine driving mode is in the second engine gear, it can be applied when the vehicle is at a lower speed, and the engine intervenes to drive the vehicle.

[0046] Pure electric driving mode

[0047] See also Figure 3 When the vehicle is in the pure electric drive mode, the first clutch 6 is in a disconnected state, and the first motor 1 provides energy through the vehicle power battery pack, driving the first motor 1 to drive the first gear 5 to rotate and transmit power to the second gear 82 and the transmission shaft 81, and transmits power to the fourth gear 92 on the differential 91 through the third gear 83 on the transmission shaft 81, thereby driving the vehicle wheels to rotate through the differential 91. The pure electric drive mode is applied to low-speed vehicles or urban road conditions, and when the power battery pack is in a high state, the engine 7 of the vehicle does not work in this pure electric drive mode, which can bring zero exhaust emissions and effectively reduce noise pollution, thereby improving the economic performance of the entire vehicle.

[0048] Extended range driving mode

[0049] See also Figure 4 , when the vehicle is in the extended-range driving mode, the first clutch 6 is in a disconnected or engaged state;

[0050] When the first clutch 6 is in the disconnected state, it is in a series drive mode, the engine 7 drives the second motor 2 to generate electricity for the first motor 1, drives the first motor 1 to drive the first gear 5 to rotate and transmit the power to the second gear 82 and the transmission shaft 81, and transmits the power to the fourth gear 92 on the differential 91 through the third gear 83 on the transmission shaft 81, thereby driving the vehicle wheels to rotate through the differential 91;

[0051] When the first clutch 6 is in the engaged state, it is in a parallel drive mode. The engine 7 runs to drive the first input shaft 3 to rotate, and the power is transmitted to the second gear 82 and the transmission shaft 81 through the first gear 5. The first motor 1 provides energy through the vehicle power battery pack, drives the first motor 1 to drive the first gear 5 to rotate and transmits the power to the second gear 82 and the transmission shaft 81. The two power sources are coupled together at the transmission shaft 81, and are transmitted to the fourth gear 92 on the differential 91 through the third gear 83 on the transmission shaft 81, thereby driving the vehicle wheels to rotate through the differential 91; in the extended-range drive mode, the first motor 1 and the engine 7 can automatically adjust the working state according to parameters such as vehicle speed, acceleration, and battery power to achieve the best driving effect and energy utilization efficiency.

[0052] The above description is a detailed description of the preferred feasible embodiment of the utility model, but the embodiment is not used to limit the scope of the patent application of the utility model. All equivalent changes or modified changes completed under the technical spirit suggested by the utility model should fall within the patent scope covered by the utility model.

Claims

1. A parallel shaft hybrid power system, characterized in that: The invention comprises a first motor (1), a second motor (2), a first input shaft (3), a second input shaft (4) having a hollow structure, a first gear (5), a first clutch (6), an engine (7), a power transmission mechanism (8) and a differential structure (9), The first motor (1) and the second motor (2) are coaxially and overlapped, one end of the first input shaft (3) is drivingly connected to the rotor of the second motor (2), and the other end is connected to the engine (7). The second input shaft (4) is loosely sleeved on the first input shaft (3) and is drivingly connected to the rotor of the first motor (1); the first gear (5) is arranged on the second input shaft (4); The first clutch (6) is connected between the first input shaft (3) and the second input shaft (4); when the first clutch (6) is engaged, the first input shaft (3) and the differential structure (9) are connected in transmission via the power transmission mechanism (8).

2. A parallel shaft hybrid power system as claimed in claim 1, characterized in that: The power transmission mechanism (8) comprises a transmission shaft (81), a second gear (82) and a third gear (83); the second gear (82) and the third gear (83) are arranged on the transmission shaft (81) at intervals; the second gear (82) is meshedly connected with the first gear (5); and the third gear (83) is meshedly connected with the differential structure (9).

3. A parallel shaft hybrid power system as claimed in claim 2, characterized in that: The second gear (82) and the third gear (83) are arranged in sequence along the axial direction of the transmission shaft (81).

4. A parallel shaft hybrid power system as claimed in claim 2, characterized in that: The differential structure (9) comprises a differential (91) and a fourth gear (92); the fourth gear (92) is arranged on the differential (91) and meshedly connected with the third gear (83).

5. A parallel-axis hybrid power system as claimed in claim 2, characterized in that: The invention also comprises at least one gear adjustment mechanism (100), wherein the gear adjustment mechanism (100) comprises a second clutch (110), a fifth gear (120) and a sixth gear (130); when the second clutch (110) and the fifth gear (120) are arranged on the first input shaft (3), the sixth gear (130) is arranged on the transmission shaft (81); when the second clutch (110) and the fifth gear (120) are arranged on the transmission shaft (81), the sixth gear (130) is arranged on the first input shaft (3), and the fifth gear (120) and the sixth gear (130) are meshed and connected.

6. A vehicle comprising the parallel-axle hybrid powertrain system according to any one of claims 1 to 5.

Images