Hybrid power driving framework and vehicle

Abstract

The utility model provides a hybrid power driving framework and a vehicle, and belongs to the technical field of automobiles, the hybrid power driving framework comprises a driving motor, an engine, a planet row, a reduction gear set, a differential mechanism, a first clutch and a second clutch; the planet row comprises a sun gear, a planet carrier and a gear ring which are meshed; a main shaft of the engine is connected with the planet carrier, a main shaft of the driving motor is connected with the sun gear, and the reduction gear set is sleeved on the main shaft of the driving motor. The first clutch hollowly sleeves a main shaft of the driving motor and is connected with the gear ring, the reduction gear set is connected or disconnected with the gear ring through the first clutch, and the gear ring is locked through the first clutch; the second clutch is coaxially fixed to a main shaft of the driving motor, the reduction gear set is connected with or disconnected from the driving motor through the second clutch, and the driving motor is locked through the second clutch. The driving motor is locked when the engine is directly driven, and the driving motor does not need to be matched with the engine to work when the engine is in a direct-driven mode, so that the loss of the driving motor is reduced.

Description

Technical Field

[0001] The utility model belongs to the technical field of automotive transmissions, and particularly relates to a hybrid drive architecture and a vehicle. Background Art

[0002] The advantages of hybrid vehicles are energy conservation and environmental protection while improving power economy. Existing hybrid vehicles usually switch power modes through the structure of a transmission. There are various types of existing transmissions. For example, traditional transmissions require complex gear systems, are complex in structure, difficult to maintain, have a poor shifting experience, and large component wear. Currently, the common E-CVT structure has a single mode, the engine does not have direct drive, and the GM motor needs to always cooperate with the engine, resulting in lower efficiency of the E-CVT mode compared to engine direct drive. Summary of the Utility Model

[0003] An embodiment of the utility model provides a hybrid drive architecture and a vehicle, which not only have free switching among multiple modes such as EV, engine direct drive, E-CVT, range extender, and hybrid, but also lock the motor when the engine is in direct drive, reducing motor loss and improving the working efficiency of the E-CVT mode compared to common E-CVTs.

[0004] In a first aspect, to achieve the above object, the technical solution adopted by the utility model is: providing a hybrid drive architecture, including: a drive motor, an engine, a planetary gear set, a reduction gear set, a differential, a first clutch, and a second clutch; the planetary gear set includes a sun gear, a planet carrier, and a ring gear that are meshed in sequence; the main shaft of the engine is connected to the planet carrier, the main shaft of the drive motor is connected to the sun gear, and the reduction gear set is sleeved on the main shaft of the drive motor; the first clutch is sleeved on the main shaft of the drive motor and connected to the ring gear, the reduction gear set is engaged or disengaged with the ring gear through the first clutch, and the ring gear is locked through the first clutch; the second clutch is coaxially fixed on the main shaft of the drive motor, the reduction gear set is located between the first clutch and the second clutch, the reduction gear set is engaged or disengaged with the drive motor through the second clutch, and the drive motor is locked through the second clutch; the power transmitted by the reduction gear set is output through the differential.

[0005] In combination with the first aspect, in a feasible manner, the reduction gear set includes a first driving gear, a first driven gear, and a second driving gear. The first driving gear is sleeved on the main shaft of the drive motor, and the first driven gear meshes with the first driving gear; the first driven gear and the second driving gear are coaxially installed on an output shaft, and the differential meshes with the second driving gear.

[0006] In combination with the first aspect, in an implementable manner, the number of teeth of the first driven gear is greater than the number of teeth of the first driving gear.

[0007] In combination with the first aspect, in an implementable manner, the first clutch has a first locking portion, a first engaging portion, and a first sliding portion. The first locking portion is connected to the transmission housing. The first engaging portion is connected to the first driving gear. The first sliding portion can selectively engage the first locking portion, engage the first engaging portion, or be in an intermediate position. The second clutch has a second locking portion, a second engaging portion, and a second sliding portion. The second locking portion is connected to the transmission housing. The second engaging portion is connected to the second driving gear. The second sliding portion can selectively engage the second locking portion, engage the second engaging portion, or be in an intermediate position.

[0008] In combination with the first aspect, in an implementable manner, a first hub extending axially towards both ends is provided at the center of the first driving gear. The first engaging portion and the second engaging portion are respectively fixed to both ends of the first hub.

[0009] In combination with the first aspect, in an implementable manner, a second hub extending axially towards the first clutch is provided at the center of the ring gear. The first sliding portion is fixed to the second hub.

[0010] In combination with the first aspect, in an implementable manner, it further includes a first input shaft coaxially connected to the main shaft of the engine and a second input shaft coaxially connected to the main shaft of the drive motor. The planet carrier is connected to the first input shaft. The sun gear and the second clutch are connected to the second input shaft. The reduction gear set and the first clutch are sleeved on the second input shaft loosely.

[0011] In combination with the first aspect, in an implementable manner, the axes of the first input shaft and the second input shaft coincide.

[0012] Compared with the prior art, the beneficial effects of the hybrid drive architecture provided by the present utility model are as follows: Through the engagement, disconnection, or locking of the two clutches, free switching between multiple modes such as EV pure electric, engine direct drive, E-CVT, range extender, and hybrid is achieved, and the drive motor is locked when the engine is in direct drive. In the engine direct drive mode, the drive motor does not need to cooperate with the engine, reducing the loss of the drive motor compared to the common E-CVT mode and improving the working efficiency of the E-CVT. It can be widely applied to passenger vehicle models to meet the driving requirements of various roads such as muddy roads and climbing slopes.

[0013] In the second aspect, an embodiment of the present utility model further provides a vehicle configured with the above-mentioned hybrid drive architecture.

[0014] The vehicle provided by the embodiment of the present utility model can not only freely switch among multiple modes such as EV, direct engine drive, E-CVT, range extender, and hybrid, but also lock the drive motor during direct engine drive, which can reduce the motor loss compared with the common E-CVT, improve the working efficiency of the E-CVT mode, and further improve the driving performance of the vehicle. Brief Description of the Drawings

[0015] Figure 1 It is a schematic diagram of the transmission system of the hybrid drive architecture provided by the embodiment of the present utility model;

[0016] Description of the Reference Numerals:

[0017] 1. sun gear; 2. planet carrier; 3. ring gear; 31. second hub; 4. first driving gear; 41. first hub; 5. first driven gear; 6. second driving gear; 7. differential; 8. drive motor; 9. engine; 10. first input shaft; 11. output shaft; 12. second input shaft; S1. first clutch; S13. first locking part; S12. first sliding part; S11. first engaging part; S2. second clutch; S21. second locking part; S22. second sliding part; S23. second engaging part. Detailed Embodiment

[0018] In order to make the technical problems, technical solutions and beneficial effects to be solved by the present utility model clearer, the present utility model will be further described in detail below with reference to the drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present utility model and are not used to limit the present utility model.

[0019] In the claims, the specification and the above-mentioned drawings of the present utility model, unless otherwise clearly defined, when using terms such as "first", "second" or "third", etc., are all used to distinguish different objects and are not used to describe a specific order.

[0020] Please refer to Figure 1, the hybrid drive architecture provided by the present utility model will be described. The hybrid drive architecture includes: a drive motor 8, an engine 9, a planetary gear set, a reduction gear set, a differential 7, a first clutch S1, and a second clutch S2; the planetary gear set includes a sun gear 1, a planet carrier 2, and a ring gear 3 that are sequentially engaged; the main shaft of the engine 9 is connected to the planet carrier 2, the main shaft of the drive motor 8 is connected to the sun gear 1, and the reduction gear set is sleeved on the main shaft of the drive motor 8; the first clutch S1 is sleeved on the main shaft of the drive motor 8 and is connected to the ring gear 3, the reduction gear set is engaged or disengaged with the ring gear 3 through the first clutch S1, and the ring gear 3 is locked through the first clutch S1. Therefore, the first clutch S1 has the function of locking and disconnecting the ring gear 3 and can also select to engage or disengage the reduction gear set; the second clutch S2 is coaxially fixed to the main shaft of the drive motor 8, the reduction gear set is located between the first clutch S1 and the second clutch S2, the reduction gear set is engaged or disengaged with the drive motor 8 through the second clutch S2, and the drive motor 8 is locked through the second clutch S2; the power transmitted by the reduction gear set is output through the differential 7.

[0021] The hybrid drive architecture provided by the present utility model realizes the free switching between multiple modes such as EV pure electric, engine 9 direct drive, E-CVT, range extender, and hybrid through the engagement, disengagement, or locking of two clutches, and realizes the locking of the drive motor 8 when the engine 9 is in direct drive. In the engine 9 direct drive mode, the drive motor 8 does not need to cooperate with the engine 9 to work, reducing the loss of the drive motor 8 compared with the common E-CVT mode and improving the working efficiency of the E-CVT. It can be widely applied to passenger vehicle models to meet the driving requirements of various roads such as muddy roads and climbing slopes.

[0022] Figure 1 Among them, GM is the drive motor 8; ICE, the full English name is Internal Combustion Engine, refers to an internal combustion engine, which is a thermal engine 9 that directly converts the heat energy released by the combustion of fuel inside the machine into power.

[0023] In some embodiments, referring to Figure 1 , the reduction gear set includes a first driving gear 4, a first driven gear 5, and a second driving gear 6. The first driving gear 4 is sleeved on the main shaft of the drive motor 8, and the first driven gear 5 meshes with the first driving gear 4; the first driven gear 5 and the second driving gear 6 are coaxially installed on the output shaft 11, and the differential 7 meshes with the second driving gear 6. The reduction gear set can transmit power to the differential 7 for output through the engagement of the first clutch S1 and the engagement of the second clutch S2.

[0024] In some embodiments, referring to Figure 1 , the number of teeth of the first driven gear 5 is greater than the number of teeth of the first driving gear 4 to achieve a reduction function.

[0025] In some embodiments, referring to Figure 1 , the first clutch S1 has a first locking portion S13, a first engaging portion S11, and a first sliding portion S12. The first locking portion S13 is connected to the transmission housing. The first engaging portion S11 is connected to the first driving gear 4. The first sliding portion S12 can selectively engage with the first locking portion S13, engage with the first engaging portion S11, or be in an intermediate position. The second clutch S2 has a second locking portion S21, a second engaging portion S23, and a second sliding portion S22. The second locking portion S21 is connected to the transmission housing. The second engaging portion S23 is connected to the second driving gear 6. The second sliding portion S22 can selectively engage with the second locking portion S21, engage with the second engaging portion S23, or be in an intermediate position. The clutch of the present application has three working positions, and can achieve the locking of the driving motor 8, the locking of the ring gear 3, and the engagement of the reduction gear set. While reducing the loss of the driving motor 8 and improving the working efficiency, it can also realize the switching of multiple working modes.

[0026] It should be noted that the definition of the names of the various parts of the clutch in the present application is only for the convenience of description. Since the clutch is a commonly used component for transmitting power in a vehicle, and the clutch is not the inventive point of the present application, a suitable clutch product can be selected and installed in the present application.

[0027] In some embodiments, referring to Figure 1 , a first hub 41 extending axially towards both ends is provided at the center of the first driving gear 4. The first engaging portion S11 and the second engaging portion S23 are respectively fixed to both ends of the first hub 41. Both the first clutch S1 and the second clutch S2 are directly connected to the first driving gear 4, making the transmission structure simple and compact, and also capable of reducing energy loss.

[0028] At the same time, the first clutch S1 is directly connected to the ring gear 3, which also makes the transmission structure simple and compact, and is also beneficial to reducing energy loss. Specifically, a second hub 31 extending axially towards the first clutch S1 is provided at the center of the ring gear 3. The first sliding portion S12 is fixed to the second hub 31.

[0029] Referring to Figure 1 , the hybrid drive architecture provided by the embodiment of the present application further includes a first input shaft 10 coaxially connected to the main shaft of the engine 9 and a second input shaft 12 coaxially connected to the main shaft of the driving motor 8. The planet carrier 2 is connected to the first input shaft 10. The sun gear 1 and the second clutch S2 are connected to the second input shaft 12. The reduction gear set and the first clutch S1 are sleeved on the second input shaft 12.

[0030] In some embodiments, referring to Figure 1, the axes of the first input shaft 10 and the second input shaft 12 coincide. Among them, the output shaft 11 is parallel to the first input shaft 10 and the second input shaft 12, which also makes the transmission system structure compact and conducive to reducing energy loss.

[0031] See Figure 1 , the modes and working processes of the hybrid drive architecture provided by the embodiments of the present application are as follows:

[0032] Engine 9 direct drive mode: The left side of the first clutch S1 is engaged, and the left side of the second clutch S2 is engaged and locks the drive motor 8, enabling the engine 9 to directly drive. The engine 9 drives the ring gear 3 through the first input shaft 10 and the planet carrier 2. The power of the engine 9 passes through the ring gear 3, the first clutch S1, the first driving gear 4, the first driven gear 5, and the second driving gear 6, and is output by the differential 7. In the engine 9 direct drive mode, since the drive motor 8 is locked, the energy loss of the drive motor 8 is reduced.

[0033] When higher power output is required or the battery power is low, the E-CVT will switch to the engine 9 direct drive mode, and the engine 9 directly drives the vehicle.

[0034] Hybrid mode: The left side of the first clutch S1 is engaged, and the right side of the second clutch S2 is engaged. Both the engine 9 and the drive motor 8 are connected to the reduction gear set, enabling the hybrid mode. At this time, the drive motor 8 drives the ring gear 3 through the sun gear 1, and the engine 9 drives the ring gear 3 through the planet carrier 2, realizing the engine 9 and the drive motor 8 jointly driving the ring gear 3. The power is divided into two paths. One path passes through the engine 9, the first input shaft 10, the planet carrier 2, the ring gear 3, the first driving gear 4, the first driven gear 5, and the second driving gear 6, and is output by the differential 7. The other path passes through the drive motor 8, the second input shaft 12, the sun gear 1, the planet carrier 2, the ring gear 3, the first driving gear 4, the first driven gear 5, and the second driving gear 6, and is output by the differential 7.

[0035] The common driving mode of the engine 9 and the drive motor 8 is the hybrid mode. When the vehicle requires a large power output or the battery power is sufficient, the E-CVT will enter the common driving mode. In this mode, the drive motor 8 and the engine 9 can work simultaneously to provide the maximum power output.

[0036] E-CVT mode: The left side of the first clutch S1 is engaged, and the second clutch S2 is in the middle disengaged position, enabling the E-CVT mode. At this time, the power of the engine 9 is divided into two paths. One path passes through the engine 9, the first input shaft 10, drives the sun gear 1 through the planet carrier 2, and further drives the drive motor 8 to generate electricity. The other path drives the ring gear 3, and the power passes through the engine 9, the planet carrier 2, the ring gear 3, the first driving gear 4, the first driven gear 5, and the second driving gear 6, and is output by the differential 7.

[0037] EV mode: The first clutch S1 is in the middle disengaged position, and the right side of the second clutch S2 is engaged, enabling the EV mode. The drive motor 8 is driven purely by electricity, and the power passes through the second input shaft 12, the second clutch S2, the first driving gear 4, the first driven gear 5, the second driving gear 6, and is output by the differential 7.

[0038] The EV working mode, that is, the electric vehicle mode, refers to a working mode in which the vehicle is completely driven by electric energy. In this pure electric mode, the E-CVT mainly relies on the motor to provide power and is suitable for low-speed or scenarios requiring low power output.

[0039] Range extender mode: The right side of the first clutch S1 is engaged to lock the ring gear 3, and the second clutch S2 is in the middle disengaged position, enabling the range extender mode. At this time, the engine 9 drives the sun gear 1 to rotate through the first input shaft 10 and the planet carrier 2, the drive motor 8 generates electricity, and the rear axle is driven.

[0040] Four power modes provided by this application are shown in Table 1.

[0041] Table 1

[0042]

[0043] It should be noted that for the convenience of description, the azimuth terms of left, middle, and right are used in the above embodiments, which are based on Figure 1 the shown azimuth and do not constitute a limitation to the technical features of this application.

[0044] In the above embodiments, the descriptions of each embodiment have their own emphases. For parts not detailed or recorded in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0045] Based on the same inventive concept, the embodiments of this application also provide a vehicle configured with the above hybrid drive architecture.

[0046] The vehicle provided by the embodiments of the present utility model can not only freely switch among multiple modes such as EV, direct engine drive, E-CVT, range extender, and hybrid, but also lock the drive motor during direct engine drive, which can reduce motor loss compared with common E-CVTs, improve the working efficiency of the E-CVT mode, and thus improve the driving performance of the vehicle.

[0047] The above are only the preferred embodiments of the present utility model and are not intended to limit the present utility model. Any modifications, equivalent replacements, and improvements made within the spirit and principle of the present utility model shall be included within the protection scope of the present utility model.

Claims

1. A hybrid drive architecture, characterized in that: include: A driving motor (8), an engine (9), a planetary gear, a reduction gear set, a differential (7), a first clutch (S1) and a second clutch (S2); The planetary gear comprises a sun gear (1), a planet carrier (2) and a ring gear (3) which are meshed in sequence; The main shaft of the engine (9) is connected to the planetary carrier (2), the main shaft of the drive motor (8) is connected to the sun gear (1), and the reduction gear set is loosely sleeved on the main shaft of the drive motor (8); the first clutch (S1) is loosely sleeved on the main shaft of the drive motor (8) and connected to the ring gear (3), the reduction gear set is engaged with or disconnected from the ring gear (3) through the first clutch (S1), and the ring gear (3) is locked by the first clutch (S1); the second clutch (S2) is coaxially fixed on the main shaft of the drive motor (8), the reduction gear set is located between the first clutch (S1) and the second clutch (S2), the reduction gear set is engaged with or disconnected from the drive motor (8) through the second clutch (S2), and the drive motor (8) is locked by the second clutch (S2); the power transmitted by the reduction gear set is output through the differential (7).

2. The hybrid drive architecture according to claim 1, characterized in that: The reduction gear set comprises a first driving gear (4), a first driven gear (5) and a second driving gear (6); the first driving gear (4) is loosely sleeved on the main shaft of the driving motor (8); the first driven gear (5) is meshed with the first driving gear (4); the first driven gear (5) and the second driving gear (6) are coaxially mounted on the output shaft (11); the differential (7) is meshed with the second driving gear (6).

3. The hybrid drive architecture as claimed in claim 2, characterized in that: The number of teeth of the first driven gear (5) is greater than the number of teeth of the first driving gear (4).

4. The hybrid drive architecture as claimed in claim 2, characterized in that: The first clutch (S1) comprises a first locking portion (S13), a first engaging portion (S11) and a first sliding portion (S12), wherein the first locking portion (S13) is connected to the transmission housing, the first engaging portion (S11) is connected to the first driving gear (4), and the first sliding portion (S12) can selectively engage with the first locking portion (S13), engage with the first engaging portion (S11) or be in an intermediate position; the second clutch (S2) comprises a second locking portion (S21), a second engaging portion (S23) and a second sliding portion (S22), wherein the second locking portion (S21) is connected to the transmission housing, the second engaging portion (S23) is connected to the second driving gear (6), and the second sliding portion (S22) can selectively engage with the second locking portion (S21), engage with the second engaging portion (S23) or be in an intermediate position.

5. The hybrid drive architecture as claimed in claim 4, characterized in that: A first hub (41) extending toward both axial ends is disposed at the center of the first driving gear (4), and the first engaging portion (S11) and the second engaging portion (S23) are respectively fixed to both ends of the first hub (41).

6. The hybrid drive architecture as claimed in claim 4, characterized in that: A second hub (31) extending axially in the direction of the first clutch (S1) is provided at the center of the gear ring (3), and the first sliding portion (S12) is fixed on the second hub (31).

7. The hybrid drive architecture as claimed in claim 1, characterized in that: It also includes a first input shaft (10) coaxially connected to the main shaft of the engine (9) and a second input shaft (12) coaxially connected to the main shaft of the drive motor (8), the planet carrier (2) is connected to the first input shaft (10), the sun gear (1) and the second clutch (S2) are connected to the second input shaft (12), and the reduction gear set and the first clutch (S1) are loosely mounted on the second input shaft (12).

8. The hybrid drive architecture as claimed in claim 7, characterized in that: The axes of the first input shaft (10) and the second input shaft (12) coincide with each other.

9. A vehicle, characterized in that: A hybrid drive architecture as claimed in any one of claims 1 to 8 is configured.

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