Electric transmission power assisting system of pure fuel vehicle

Abstract

The pure fuel oil vehicle electric transmission power assisting system is better in reliability and safety, meanwhile, the pure fuel oil vehicle electric transmission power assisting system can be matched with various vehicle types, disassembly, assembly and maintenance are easy, installation is convenient, and practicability is higher. The device comprises a support, two ends of the support are fixedly connected with two girders of the vehicle, an auxiliary power mechanism is arranged at the lower end of the support and comprises an auxiliary power motor, a speed reducer and a transmission shaft, the output end of the auxiliary power motor is connected with the input end of the speed reducer, and the output end of the speed reducer is connected with the input end of the transmission shaft; the transmission shaft is a hollow shaft and is arranged in the direction of the central axis penetrating through the auxiliary power motor and the speed reducer, the front end of the transmission shaft is connected with the output end of a vehicle front axle gearbox, and the rear end of the transmission shaft is connected with the input end of a vehicle rear axle speed reducer. An electromagnetic clutch mechanism is further arranged between the input end of the transmission shaft and the output end of the speed reducer, and linkage connection or disconnection of the transmission shaft and the speed reducer is controlled through the electromagnetic clutch mechanism.

Description

Technical Field

[0001] The present invention relates to the technical field of pure fuel vehicle driving mechanisms, and in particular to an electric transmission power-assisting system for pure fuel vehicles. Background Art

[0002] As we all know, the characteristics of vehicle energy output are low torque and high energy consumption in the starting stage. With the increasingly expanding urbanization process and increasingly congested traffic environment, vehicles need to start and stop frequently at low speeds, which not only becomes one of the important sources of environmental pollution and excessive emissions, causing energy waste, but also leads to higher costs for car users.

[0003] In order to ensure the starting power of fuel vehicles, a starting power-assisting system is generally additionally configured for fuel vehicles to assist the vehicle in starting. Traditional vehicle power-assisting systems, such as the Chinese invention patent application No. 201510425685.9, discloses a car starting power-assisting system based on a differential. However, since it adopts a purely mechanical spring energy storage mechanism, it has the following disadvantages: 1. The energy storage spring is prone to fatigue, and its reliability and safety are poor. Especially in urban areas where frequent starting and stopping are required, the power-assisting effect of the energy storage spring will decay due to the driving environment and duration. Once the decay reaches a certain level, the deadweight of the power-assisting system will not only have no power-assisting effect, but will become a burden on the contrary; 2. This device can only be installed on integral bridge vehicles. If it is a family car, there is no integral bridge, and it is all independently suspended, then the power-assisting system cannot be installed, so the use limitation is relatively large. Summary of the invention

[0004] In view of the problems that the existing automobile power-assisting systems have poor reliability and safety and great limitations in use, the present invention provides an electric transmission power-assisting system for pure fuel vehicles, which has better reliability and safety, can match a variety of vehicle models, is easy to disassemble and maintain, is convenient to install, and is more practical.

[0005] The technical solution is as follows: an electric power transmission system for a pure fuel vehicle, comprising a bracket, characterized in that: the two ends of the bracket are fixedly connected to the two beams of the vehicle, the lower end of the bracket is provided with an auxiliary power mechanism arranged along the length direction of the vehicle, the auxiliary power mechanism comprises an auxiliary power motor, a reducer and a transmission shaft, the output end of the auxiliary power motor is connected to the input end of the reducer, and the output end of the reducer is connected to the input end of the transmission shaft;

[0006] The transmission shaft is a hollow shaft and is arranged along the central axis direction passing through the auxiliary power motor and the reducer. The front end of the transmission shaft is connected to the output end of the vehicle front axle gearbox, and the rear end of the transmission shaft is connected to the input end of the vehicle rear axle reducer.

[0007] An electromagnetic clutch mechanism is also provided between the input end of the transmission shaft and the output end of the reducer, and the electromagnetic clutch mechanism is used to control the linkage connection or disconnection between the transmission shaft and the reducer.

[0008] It is further characterized in that: the rotor of the auxiliary power motor is provided with an output first-stage sun gear, the reducer includes an external shell, the interior of the shell is a three-stage planetary gear set, the first-stage sun gear is meshed and connected with the first-stage planetary gear, the first-stage planetary gear is installed on the first-stage planetary carrier, the first-stage planetary carrier is fixedly connected with the second-stage sun gear, the second-stage sun gear is meshed and connected with the second-stage planetary gear, the second-stage planetary gear is installed on the second-stage planetary carrier, the second-stage planetary carrier is fixedly connected with the third-stage sun gear, the third-stage sun gear is meshed and connected with the third-stage planetary gear, the third-stage planetary gear is installed on the third-stage planetary carrier, and the third-stage planetary carrier is connected with the electromagnetic clutch mechanism;

[0009] The electromagnetic clutch mechanism is arranged in the housing, and comprises an electromagnetic clutch, an input tooth plate, an output tooth plate and a gear ring, one end of the input tooth plate is fixedly connected to the third-stage planetary carrier, the other end of the input tooth plate is matched with the output tooth plate, the gear ring is fixedly installed on the transmission shaft, the gear ring is meshed with the output tooth plate, the outer peripheries of the input tooth plate and the output tooth plate are provided with springs, the output tooth plate is driven by the spring to move along the axial direction of the gear ring to disconnect from the input tooth plate, the electromagnetic clutch is arranged on the outer peripheries of the input tooth plate and the output tooth plate, the output tooth plate is driven by the electromagnetic clutch to move along the axial direction of the gear ring to be linked with the input tooth plate;

[0010] The auxiliary power motor is a permanent magnet DC motor, comprising an external motor shell, a stator inside the motor shell, a flat wire coil embedded circumferentially inside the stator, a rotor inside the stator, a mounting groove along the outer circumference of the rotor, and a permanent magnet inside the mounting groove;

[0011] The transmission shaft is a split transmission shaft, and a movable shaft is also provided at the rear end of the transmission shaft. The rear end of the transmission shaft is connected to one end of the movable shaft through a universal joint, and the other end of the movable shaft is connected to the input end of the vehicle rear axle reducer through a universal joint;

[0012] The wall thickness of the transmission shaft is 3-4 mm.

[0013] After adopting the above structure, the auxiliary power mechanism is installed through the bracket, which is convenient for disassembly and assembly. The auxiliary power mechanism is arranged along the length direction of the vehicle, does not occupy additional space, has a compact structure, and is suitable for installation on a variety of vehicles. The auxiliary power mechanism is powered by an auxiliary power motor, which is connected to the front axle gearbox and rear axle reducer of the vehicle after being reduced by a reducer to provide auxiliary driving power. At the same time, an electromagnetic clutch mechanism is provided between the transmission shaft of the auxiliary power mechanism and the reducer. The electromagnetic clutch mechanism can ensure that the auxiliary power mechanism of the present invention cuts off power when not in use, and has higher flexibility and practicality, and better reliability and safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 It is a schematic diagram of the structure of the present invention and the vehicle bracket;

[0015] Figure 2 It is a structural schematic diagram of the present invention;

[0016] Figure 3 The present invention does not include a direct structural schematic diagram;

[0017] Figure 4 For the present invention Figure 3 Middle AA section view;

[0018] Figure 5 It is a partial structural schematic diagram of the internal structure of the present invention;

[0019] Figure 6 It is a schematic diagram of the structure of the present invention connected with the rear axle reducer;

[0020] Figure 7 For the present invention Figure 5 A longitudinal cross-sectional view of

[0021] Figure 8 It is a partial structural schematic diagram of the internal structure of the present invention;

[0022] Fig. 9 Flow chart of the working mode of the present invention. DETAILED DESCRIPTION

[0023] like Figures 1 to 5As shown, an electric power transmission assist system for a pure fuel vehicle includes a bracket 1, which is an aluminum bracket. The two ends of the bracket 1 are fixedly connected to the two beams of the vehicle. The lower end of the bracket 1 is provided with an auxiliary power mechanism arranged along the length direction of the vehicle, and the auxiliary power mechanism provides auxiliary power for the vehicle during the starting process. Specifically, the auxiliary power mechanism includes an auxiliary power motor 2, a reducer 3 and a transmission shaft 4. The output end of the auxiliary power motor 2 is connected to the input end of the reducer 3, and the output end of the reducer 3 is connected to the input end of the transmission shaft 4. The auxiliary power motor 2 is a permanent magnet DC motor. Specifically, the auxiliary power motor 2 includes an external motor housing 21, the motor housing 21 is internally provided with a stator 22, the stator 22 is internally provided with a flat wire coil 23 along the circumferential direction, the stator 22 is internally provided with a rotor 24, and a mounting groove is provided along the outer circumference of the rotor 24, and a permanent magnet 25 is provided inside the mounting groove.

[0024] The transmission shaft 4 is a hollow shaft and is arranged along the central axis direction passing through the auxiliary power motor 2 and the reducer 3. The wall thickness of the transmission shaft 4 is 3~4mm. The transmission shaft 4 has a light weight, which reduces its own weight loss. The front end of the transmission shaft 4 is connected to the output end of the vehicle's front axle gearbox, and the rear end of the transmission shaft 4 is connected to the input end of the vehicle's rear axle reducer. The rotor 24 of the auxiliary power motor 2 is provided with an output first-stage sun gear 26, the reducer 3 includes an external housing 31, and the housing 31 is provided with a three-stage planetary gear set of the first to third stages, the first-stage sun gear 26 is meshed and connected with the first-stage planetary gear 32, the first-stage planetary gear 32 is mounted on the first-stage planetary carrier 33, the first-stage planetary carrier 33 is fixedly connected with the second-stage sun gear 34, the second-stage sun gear 34 is meshed and connected with the second-stage planetary gear 35, the second-stage planetary gear 35 is mounted on the second-stage planetary carrier 36, the second-stage planetary carrier 36 is fixedly connected with the third-stage sun gear 37, the third-stage sun gear 37 is meshed and connected with the third-stage planetary gear 38, the third-stage planetary gear 38 is mounted on the third-stage planetary carrier 39, and the third-stage planetary carrier 39 is connected with the electromagnetic clutch mechanism. After the output power of the auxiliary power motor 2 is gradually reduced by the first to third-stage planetary gears, the speed of the motor is reduced and the torque is increased, so as to be output through the transmission shaft 4 to provide auxiliary starting power to the vehicle.

[0025] like Figure 6As shown, during the driving of the fuel vehicle, the rear axle reducer will jump at any angle due to the bumpy road conditions, thereby driving the transmission shaft 4 to follow the angular movement. However, the transmission shaft 4 of the present invention cannot follow the movement due to the limitation of the installation position of the bracket 1. Therefore, in the actual application process, the transmission shaft 4 of the present invention is set as a segmented transmission shaft, the front end of which is a fixed section fixed in the axial direction, and the rear end is a movable section that can swing at any angle. Specifically, the transmission assist system of the present invention is installed on a vehicle chassis bracket near the upstream of the vehicle. A movable shaft 10 that can rotate at any angle is also provided at the rear end of the transmission shaft 4. The transmission shaft 4 is connected to one end of the movable shaft 10 through a universal joint, and the other end of the movable shaft 10 is connected to the input end of the vehicle's rear axle reducer through a universal joint. Through the design of the segmented transmission shaft 4, its fixed section can be rotatably installed near the front axle of the vehicle, and the movable section that can swing at any angle The movable shaft 10 is set near the rear axle of the vehicle. In this way, the transmission shaft 4 of the present invention can follow the reducer of the rear axle of the vehicle to make different angles of follow-up movement.

[0026] like Figure 7 , 8 As shown, an electromagnetic clutch mechanism is also provided between the input end of the transmission shaft 4 and the output end of the reducer 3, through which the transmission shaft 4 and the reducer 3 are controlled to be connected or disconnected in linkage, so that when auxiliary power is needed, the power of the auxiliary power motor 2 and the reducer 3 can be provided to the transmission shaft 4, and when the power is not needed, the power of the auxiliary power motor 2 and the reducer 3 can be disconnected from the transmission shaft 4. Specifically, the electromagnetic clutch mechanism is arranged in the housing 31 of the reducer 3, which includes an electromagnetic clutch 5, an input tooth plate 6, an output tooth plate 7 and a ring gear 8. One end of the input tooth plate 6 is fixedly connected to the third-stage planetary carrier 39, and the other end of the input tooth plate 6 is matched with the output tooth plate 7. The ring gear 8 is fixedly sleeved on the outside of the transmission shaft 4, and the ring gear 8 is meshed with the output tooth plate 7. The electromagnetic clutch 5 is arranged on the outer periphery of the input tooth plate 6 and the output tooth plate 7. The electromagnetic clutch 5 provides magnetic force to drive the output tooth plate 7 to move along the axial direction of the ring gear 8 and to be matched with the teeth of the input tooth plate 6, so that the output power of the reducer 3 is transmitted to the transmission shaft 4 through the input tooth plate 6 and the output tooth plate 7 that cooperate with each other via the ring gear 8.

[0027] A spring 9 is also provided on the periphery of the input toothed disc 6 and the output toothed disc 7. One end of the spring 9 abuts against the end of the housing 31, and the other end of the spring 9 abuts against a sealing ring (not shown in the figure) sleeved on the outside of the input toothed disc 6. The spring 9 drives the input toothed disc 6 to move along the axial direction of the gear ring 8 to disconnect the input toothed disc 6, thereby disconnecting the output power of the reducer 3 from the transmission shaft 4. At this time, the auxiliary power motor 2 and the reducer 3 are idling and no power is transmitted. A speed sensor (not shown in the figure) is arranged on the transmission shaft 4, and the operation of the transmission power-assisting system of the present invention is controlled by the sensor signal.

[0028] When the vehicle starts, the transmission shaft 4 starts to rotate. After the speed sensor receives the speed signal, the auxiliary power motor 2 and the electromagnetic clutch 5 are energized and attracted. At this time, the auxiliary power motor 2 and the transmission shaft 4 are mechanically engaged. At the same time, the auxiliary power motor 2 is running, and the output torque is amplified by the reducer 3 and transmitted to the transmission shaft 4 to achieve power-assisted starting. When it is detected that the speed of the transmission shaft 4 is greater than 20KM / , the electromagnetic clutch 5 disconnects its connection and the motor 2 also stops running. At this time, the vehicle's driving depends entirely on its internal engine. When the vehicle slows down to a stop, it resets and repeats the above process when it starts again.

[0029] The power assist system of the present invention operates in the following four modes:

[0030] Mode 1 is power-assisted starting: when the vehicle starts, the engine of the vehicle starts, driving the transmission shaft 4 to rotate, the speed sensor detects the transmission speed signal on the transmission shaft 4, and transmits the signal to the motor controller, the motor controller sends a start signal, the electromagnetic clutch 5 is energized and engaged, the auxiliary power motor 2 starts, the auxiliary power motor 3 transmits power to the transmission shaft 4 through the reducer 2, and the transmission shaft 4 provides power to assist the vehicle to start;

[0031] Mode 2 is power-assist disconnection: when the vehicle accelerates and exceeds the power-assist speed interval value, the vehicle accelerates normally at this time, and the speed of the transmission shaft 4 also increases accordingly. The speed sensor detects that the transmission speed signal on the transmission shaft 4 exceeds the rated value, and transmits the signal to the motor controller. The motor controller sends a stop signal, and the electromagnetic clutch 5 disconnects the electromagnetic clutch, and the motor 2 is powered off; when the vehicle is braking, the brake pedal is pressed, triggering the brake signal, which is transmitted to the motor controller, and the motor controller sends a stop signal, and the electromagnetic clutch 5 disconnects the electromagnetic clutch, and the motor 2 is powered off;

[0032] Mode three is low-speed driving: when the vehicle is driving at a low speed, the engine of the vehicle is working, driving the transmission shaft 4 to rotate, the speed sensor detects the transmission speed signal on the transmission shaft 4, and transmits the signal to the motor controller, the motor controller sends a start signal, the electromagnetic clutch 5 is energized and engaged, the auxiliary power motor 2 is started, the auxiliary power motor 3 transmits power to the transmission shaft 4 through the reducer 2, and the transmission shaft 4 provides continuous power to assist the vehicle to drive at a low speed;

[0033] Mode 4 reverse mode: When the vehicle is reversing, the speed sensor detects that the speed signal on the transmission shaft 4 is reversed, and transmits the reverse signal to the motor controller. The motor controller sends a stop signal, the electromagnetic clutch 5 disconnects the electromagnetic clutch, and the motor 2 is powered off.

[0034] The above are only preferred specific embodiments of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily thought of by anyone familiar with the technology within the technical scope disclosed by the present invention should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims

1. An electric power transmission system for a pure fuel vehicle, comprising a bracket, characterized in that: The two ends of the bracket are fixedly connected to the two beams of the vehicle, and the lower end of the bracket is provided with an auxiliary power mechanism arranged along the length direction of the vehicle, the auxiliary power mechanism includes an auxiliary power motor, a reducer and a transmission shaft, the output end of the auxiliary power motor is connected to the input end of the reducer, and the output end of the reducer is connected to the input end of the transmission shaft; The transmission shaft is a hollow shaft and is arranged along the central axis direction passing through the auxiliary power motor and the reducer. The front end of the transmission shaft is connected to the output end of the vehicle front axle gearbox, and the rear end of the transmission shaft is connected to the input end of the vehicle rear axle reducer. An electromagnetic clutch mechanism is also provided between the input end of the transmission shaft and the output end of the reducer, and the electromagnetic clutch mechanism is used to control the linkage connection or disconnection between the transmission shaft and the reducer; The rotor of the auxiliary power motor is provided with an output first-stage sun gear, the reducer includes an external housing, the interior of the housing is a three-stage planetary gear set, the first-stage sun gear is meshed and connected with the first-stage planetary gear, the first-stage planetary gear is installed on the first-stage planetary carrier, the first-stage planetary carrier is fixedly connected with the second-stage sun gear, the second-stage sun gear is meshed and connected with the second-stage planetary gear, the second-stage planetary gear is installed on the second-stage planetary carrier, the second-stage planetary carrier is fixedly connected with the third-stage sun gear, the third-stage sun gear is meshed and connected with the third-stage planetary gear, the third-stage planetary gear is installed on the third-stage planetary carrier, and the third-stage planetary carrier is connected with the electromagnetic clutch mechanism; The electromagnetic clutch mechanism is arranged in the housing, and includes an electromagnetic clutch, an input tooth disc, an output tooth disc and a gear ring. One end of the input tooth disc is fixedly connected to the third-stage planetary carrier, and the other end of the input tooth disc is matched with the output tooth disc. The gear ring is fixedly installed on the transmission shaft, and the gear ring is meshed with the output tooth disc. Springs are arranged on the outer peripheries of the input tooth disc and the output tooth disc, and the output tooth disc is driven by the spring to move in the axial direction of the gear ring to disconnect from the input tooth disc. The electromagnetic clutch is arranged on the outer peripheries of the input tooth disc and the output tooth disc, and the output tooth disc is driven by the electromagnetic clutch to move in the axial direction of the gear ring to be linked with the input tooth disc.

2. The electric power transmission system for pure fuel vehicles according to claim 1, characterized in that: The auxiliary power motor is a permanent magnet DC motor, which includes an external motor shell, a stator inside the motor shell, a flat wire coil embedded circumferentially inside the stator, a rotor inside the stator, a mounting groove along the outer circumference of the rotor, and a permanent magnet inside the mounting groove.

3. The electric power transmission system for pure fuel vehicles according to claim 2, characterized in that: The transmission shaft is a split transmission shaft, and a movable shaft is also provided at the rear end of the transmission shaft. The rear end of the transmission shaft is connected to one end of the movable shaft through a universal joint, and the other end of the movable shaft is connected to the input end of the vehicle rear axle reducer through a universal joint.

4. The electric power transmission system for pure fuel vehicles according to claim 2, characterized in that: The wall thickness of the transmission shaft is 3-4 mm.

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