Vehicle power assembly and automobile

Abstract

The utility model discloses a vehicle power assembly and an automobile, which comprise an engine, a generator and a compressor, and the engine is provided with an engine shaft; the generator is provided with a generator shaft, and the generator shaft comprises a power input end and a power output end; the compressor is provided with a compressor shaft; the power input end of the engine shaft is connected with the power input end of the generator shaft through a first clutch device. The power output end of the generator shaft is connected with the compressor shaft through a second clutch device. The compressor is connected with the generator, the generator is used as a transmission source or a transmission medium to drive the compressor to work, a driving device and a control unit of the compressor do not need to be independently arranged, the size of the compressor is effectively reduced, the structure of the whole vehicle is simplified, and the manufacturing cost of the vehicle is effectively controlled.

Description

Technical Field

[0001] The utility model belongs to the technical field of automotive power systems, and relates to a vehicle powertrain and an automobile. Background Art

[0002] With the development of the times, new energy vehicles have also entered people's lives. The common new energy vehicles mainly include three types: pure electric type, range-extended type, and hybrid type. The refrigeration of existing new energy vehicles is mainly achieved through a compressor system, that is, an electric compressor is installed on the vehicle. The existing electric compressor mainly consists of three major parts, namely a compression structure, a motor drive structure, and a control unit. The structure is complex, and with the increasing refrigeration demand of current new energy vehicles, the volume, weight, and cost of the electric compressor have all increased significantly.

[0003] To solve the above problems, it is necessary to optimize the power system to reduce the volume and weight of the compressor and control the manufacturing cost of the vehicle. Summary of the Utility Model

[0004] In view of this, the utility model provides a vehicle powertrain and an automobile, which connect the compressor with the generator, and drive the compressor to work by using the generator as a transmission source or a transmission intermediary, without the need to separately set up a drive device and a control unit for the compressor, effectively reducing the volume of the compressor, simplifying the structure of the whole vehicle, and effectively controlling the manufacturing cost of the vehicle.

[0005] The utility model discloses a vehicle powertrain, comprising:

[0006] An engine, which has an engine shaft;

[0007] A generator, which has a generator shaft, and the generator shaft includes a power input end and a power output end;

[0008] A compressor, which has a compressor shaft;

[0009] The power input ends of the engine shaft and the generator shaft are connected through a first clutch device;

[0010] The power output end of the generator shaft and the compressor shaft are connected through a second clutch device.

[0011] Furthermore, it further includes a controller, which is used to control the engagement or disengagement of the first clutch device and the second clutch device.

[0012] Furthermore, it further includes a power battery, and the power battery is connected to the generator;

[0013] The controller is used to control the engagement of the first clutch device and the second clutch device when the engine is operating, so that the generator charges the power battery, and the generator shaft drives the compressor shaft to rotate;

[0014] Alternatively, the controller is used to control the disconnection of the first clutch device and the closure of the second clutch, and control the power battery to supply power to the generator, so as to drive the compressor shaft to rotate by the generator shaft.

[0015] Furthermore, it further includes a drive motor, which is connected to the power battery and is used to drive the drive wheels of the vehicle to rotate;

[0016] The controller is also used to control the power battery to supply power to the drive motor.

[0017] Furthermore, the second clutch device includes a clutch and a transmission. The clutch is used to control the engagement and disconnection of the power output end of the generator shaft and the compressor shaft, and the transmission is used to change the speed ratio between the generator shaft and the compressor shaft.

[0018] The present invention also discloses an automobile, which is equipped with the vehicle powertrain as described above.

[0019] Advantages of the present invention:

[0020] The present invention provides a vehicle powertrain and an automobile. The compressor is connected to the generator, and the generator is used as a transmission source or a transmission intermediary to drive the compressor to work. There is no need to separately set a drive device and a control unit for the compressor, effectively reducing the volume of the compressor, simplifying the structure of the whole vehicle, and effectively controlling the manufacturing cost of the vehicle. The present invention controls two clutch devices, a generator, a power battery and an engine through one controller, simplifies the structure of the control unit of the whole vehicle, realizes highly integrated control, is conducive to the realization of automation, also reduces the manufacturing cost, and streamlines the structure of the whole vehicle. Description of the Drawings

[0021] Figure 1 It is a power system diagram for a hybrid vehicle according to an embodiment of the present invention;

[0022] Figure 2 It is a power system diagram for an extended-range vehicle according to an embodiment of the present invention. Detailed Embodiments

[0023] It should be noted that in the description of this specification, the orientation or positional relationship indicated by terms such as "upper", "lower", "top", "bottom", "inner", "outer", "axial", "radial", "circumferential", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the present invention.

[0024] As shown in the figure, the present invention discloses a vehicle powertrain, which includes an engine, a generator, and a compressor. The engine has an engine shaft; the generator has a generator shaft, and the generator shaft includes a power input end and a power output end; the compressor has a compressor shaft; the engine shaft is connected to the power input end of the generator shaft through a first clutch device; the power output end of the generator shaft is connected to the compressor shaft through a second clutch device. In this embodiment, the engine refers to a power machine with fuel as the power source, rather than the automobile engine in the narrow sense. For example, Figure 1 as shown, in a hybrid vehicle, the engine here is a traditional engine, which is connected to the driving wheels of the vehicle through a clutch and a transmission structure to achieve the driving of the vehicle, that is, the direct drive mode of the hybrid vehicle. And the engine is also connected to the power input end of the generator shaft through a first clutch device to drive the generator to work; as Figure 2 shown, this is an extended-range electric vehicle. The engine here refers to an extender, which uses fuel as the driving source but does not participate in the driving of the vehicle, and only drives the generator to generate electricity. In this embodiment, the compressor can adopt a compressor in the form of a scroll, screw, swash plate, piston, or rotor, etc. Since the power source of the compressor is the power output end of the generator shaft, there is no need to consider the type and form of the compressor, and only the design parameter requirements such as the refrigerating capacity need to be met. In this embodiment, the cold air generated by the compressor working for refrigeration is provided to the vehicle air conditioning system or the cooling system of the power battery, and the flow direction and final destination of the cold air are shown by the arrows in the figure. In this embodiment, the power output end of the generator shaft and the compressor shaft are connected through a second clutch device, so that the compressor shaft can be driven to rotate by the generator shaft, without setting a separate driving source for the compressor, effectively reducing the volume of the compressor, simplifying the structure of the whole vehicle, and effectively controlling the manufacturing cost of the vehicle.

[0025] In this embodiment, a controller is further included. The controller is used to control the engagement or disengagement of the first clutch device and the second clutch device. The first clutch device is used to control whether the engine shaft and the generator shaft are connected, and further control whether the power of the engine is transmitted to the generator shaft to drive the generator to work. The second clutch device is used to control whether the generator shaft and the compressor shaft are connected, and further control whether the power obtained on the power generation shaft is transmitted to the compressor shaft to drive the compressor to work. That is, the work of the generator and the compressor is controlled by one controller at the same time. This structure does not need to separately set a control unit for the compressor, and only one controller is used for unified control. The controller in this embodiment is an in-vehicle computer, that is, the control unit of the whole vehicle. Integrating the control of the whole vehicle in one place simplifies the control structure, and thus simplifies the structure of the whole vehicle, which is more conducive to the thermal management of the whole vehicle.

[0026] In this embodiment, a power battery is further included. The power battery is connected to the generator. The controller is used to control the engagement of the first clutch device and the second clutch device when the engine is working, so that the generator charges the power battery, and the generator shaft drives the compressor shaft to rotate. Or, the controller is used to control the disengagement of the first clutch device, the closing of the second clutch, and control the power battery to supply power to the generator, so that the generator shaft drives the compressor shaft to rotate. In this embodiment, the power source of the generator shaft has two places, one is from the engine shaft, and the other is from the power battery. The generator in this embodiment is not only used to generate electricity for the power battery, but also can receive the electrical energy input from the power battery and convert it into kinetic energy to drive the generator shaft to rotate, and then drive the compressor to work. When the engine is working, the controller controls the engagement of the first clutch device to make the generator charge the power battery. At the same time, the controller can control the engagement of the second clutch device according to the actual refrigeration demand to connect the power output end of the generator shaft with the compressor shaft, so that the generator shaft drives the compressor shaft to rotate and perform refrigeration work. When the engine is not working, or in the working condition of the direct drive of the engine of the hybrid vehicle, the controller controls the disengagement of the first clutch device, the closing of the second clutch, and at the same time controls the power battery to supply power to the generator. The power of the engine is not input to the generator, and the generator receives the electrical energy transmitted from the power battery. At this time, the generator is equivalent to a motor, and after being powered on, it can transmit the power to the compressor shaft through the power output end of the generator shaft to drive the compressor to work. The generator with the function of a motor is a prior art, and this can be selected by those skilled in the art according to the actual situation, and will not be elaborated here. The corresponding relationship between the working states of the specific engine, generator, first clutch device, second clutch device and compressor is shown in Table 1 below.

[0027]

[0028] Table 1

[0029] In this embodiment, a driving motor is further included. The driving motor is connected to the power battery and is used to drive the driving wheels of the vehicle to rotate. The controller is further used to control the power battery to supply power to the driving motor. The motor drives the vehicle through the driving wheels, and the power battery is controlled by the controller to output electric energy to the motor to drive the motor to work, so as to achieve the purpose of controlling the vehicle.

[0030] In this embodiment, the second clutch device includes a clutch and a transmission. The clutch is used to control the engagement and disengagement of the power output end of the generator shaft and the compressor shaft, and the transmission is used to change the speed ratio between the generator shaft and the compressor shaft. In this embodiment, the second clutch device includes two parts, namely a clutch and a transmission. The transmission changes the speed ratio between the generator shaft and the compressor shaft. Since the rotational speeds required for the generator to work and the compressor to work are different, a transmission needs to be provided to change the speed ratio between the two to ensure that both the generator and the compressor can function properly. The transmission in this embodiment can be a transmission structure such as a gear train or a pulley that can change the speed, and its specific selection can be adjusted according to actual needs. The function of the clutch is to control the input of the power of the generator shaft to the compressor shaft, thereby realizing the control of the operation of the compressor. For example, when the clutch is disengaged, the power cannot be input and the compressor does not work. The cooling capacity can also be adjusted by controlling the clutch. For example, when the air conditioner is under low load, the compressor works intermittently through the clutch to adjust the size of the cooling capacity. See the remarks in Table 1 (the clutch in the remarks is the clutch in the second clutch device). The clutch can be selected from components such as an electromagnetic clutch, a magnetic powder clutch, a hydraulic clutch, or a planetary gear train that have the function of cutting off or transmitting power. Its specific selection can be adjusted by those skilled in the art according to actual needs. It should be noted that a clutch is also provided in the first clutch device, and its selection method is similar to that of the clutch in the second clutch device, which can be understood by those skilled in the art and will not be elaborated here.

[0031] The present utility model also discloses an automobile, which is equipped with the vehicle power assembly as described above.

[0032] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present utility model and not to limit them. Although the present utility model has been described in detail with reference to the preferred embodiments, those of ordinary skill in the art should understand that the technical solutions of the present utility model can be modified or equivalently replaced without departing from the spirit and scope of the technical solutions of the present utility model, and they should all be covered within the scope of the claims of the present utility model.

Claims

1. A vehicle powertrain, characterized in that: include: an engine having an engine shaft; A generator having a generator shaft, wherein the generator shaft includes a power input end and a power output end; a compressor having a compressor shaft; The power input end of the engine shaft and the generator shaft are connected via a first clutch device; The power output end of the generator shaft and the compressor shaft are connected via a second clutch device; the second clutch device includes a clutch and a transmission, the clutch is used to control the engagement and disconnection of the power output end of the generator shaft and the compressor shaft, and the transmission is used to change the speed ratio of the generator shaft and the compressor shaft.

2. The vehicle powertrain according to claim 1, characterized in that: A controller is also included for controlling the engagement or disengagement of the first clutch device and the second clutch device.

3. The vehicle powertrain according to claim 2, characterized in that: It also includes a power battery, which is connected to the generator; the controller is used to control the first clutch device and the second clutch device to engage when the engine is working, so that the generator charges the power battery, and the generator shaft drives the compressor shaft to rotate; Alternatively, the controller is used to control the first clutch device to be disconnected and the second clutch device to be closed, and to control the power battery to supply power to the generator, so that the generator shaft drives the compressor shaft to rotate.

4. The vehicle powertrain according to claim 3, characterized in that: It also includes a drive motor, which is connected to the power battery and is used to drive the drive wheels of the vehicle to rotate; The controller is also used to control the power battery to supply power to the drive motor.

5. A car, characterized in that: The automobile is equipped with the vehicle powertrain according to any one of claims 1 to 4.

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