Universal transmission structure of hybrid power system

Abstract

The utility model relates to the technical field of vehicle power systems, in particular to a universal transmission structure of a hybrid power system, which comprises a shell, the shell is of a cylindrical structure, one end of the shell is coaxially connected with an engine, the other end of the shell is coaxially connected with a motor, and one end, facing the shell, of a motor shaft of the motor is connected with a spline shaft. The spline shaft can stretch out and draw back in the axial direction. A transition disc of a circular disc-shaped structure is rotationally installed in the shell, the transition disc and the shell are coaxially arranged, one end of the transition disc is coaxially connected with a flywheel disc of an engine, the other end of the transition disc is coaxially connected with a flexible disc, an inner gear is installed at the circle center of the flexible disc, and the inner gear is matched with a spline shaft. The structure is simple, installation is convenient, engines and motors of different manufacturers can be used in cooperation, and cost is reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle power systems, and particularly relates to a general transmission structure for a hybrid system. Background Art

[0002] In the rapidly developing industry of aerial work vehicles and aerial work platforms today, technological innovation and efficiency improvement have become the key driving forces for industry progress. Among them, the introduction of hybrid power systems is regarded as an important revolution in the power field of aerial work vehicles. It not only marks the progress towards a more environmentally friendly and energy-saving operation mode but also indicates a new direction for industry technology upgrading. Currently, hybrid systems are gradually becoming the mainstream choice for the power of aerial work vehicles, and major manufacturers have turned their attention to this cutting-edge technology in order to gain an advantageous position in the fierce market competition.

[0003] However, it is worth noting that most manufacturers in the current market mainly adopt the strategy of directly purchasing off-the-shelf solutions from professional power manufacturers when obtaining hybrid power systems. Although this approach can quickly achieve product upgrading and replacement, it also exposes some problems. The core components of existing hybrid power systems usually include a high-efficiency engine and an electric drive motor, which work together to optimize power output. However, this combination method often comes with high costs, including R & D costs, production costs, and material costs, which are ultimately reflected in the product price, increasing the purchase burden on users.

[0004] In addition, there is also a defect that cannot be ignored in existing hybrid power systems, that is, the supporting dependence between the motor and the engine is relatively strong. This means that once a specific hybrid power system is selected, it is necessary to accept the motor and engine models that match it at the same time, lacking flexibility. This is undoubtedly a huge challenge for those manufacturers that have a large inventory of aerial work vehicle engines in long-term storage. They are faced with the pressure of inventory backlog, capital occupation, and technological transformation. How to effectively integrate existing resources and achieve a smooth transition to hybrid power technology has become an urgent problem to be solved. Summary of the Utility Model

[0005] In order to solve the technical problem that in the common hybrid systems in the prior art, the motor and the engine can only be used in a supporting manner, the utility model provides a general transmission structure for a hybrid system.

[0006] To achieve the above object, the technical solution adopted by the utility model is as follows:

[0007] A general transmission structure for a hybrid system, including a housing. The housing is a cylindrical tubular structure. One end of the housing is coaxially connected to an engine, and the other end of the housing is coaxially connected to a motor. A spline shaft is connected to the end of the motor shaft facing the housing, and the spline shaft can telescopically move along the axial direction. A transition disk with a circular disk-shaped structure is rotatably installed in the housing. The transition disk is coaxially arranged with the housing. One end of the transition disk is coaxially connected to the flywheel disk of the engine, and the other end of the transition disk is coaxially connected to a flexible disk. An internal gear is installed at the center of the flexible disk, and the internal gear is adapted to the spline shaft.

[0008] With the above structural scheme, when the battery power is insufficient to support the operation of the motor, the engine starts to work. At the beginning, the flywheel disk starts slowly, driving the transition disk to rotate. The transition disk drives the flexible disk to rotate. The spline shaft extends into the internal gear and meshes with the internal gear. Thus, the spline shaft can rotate with the flexible disk, thereby providing power for the motor, and the excess power can be converted into electrical energy to charge the battery. When the battery is full, the spline shaft retracts towards the motor and disconnects from the flexible disk. The structure of the present application is simple and convenient to install, can enable engines and motors of different manufacturers to be used in combination, and reduces costs.

[0009] As a preferred implementation manner of a general transmission structure for a hybrid system, a solenoid valve is installed on the side of the motor facing the engine. The spline shaft has a main body. One end of the main body is coaxially connected to the motor shaft of the motor, and the other end is coaxially provided with a telescopic shaft that can be telescoped. The telescopic shaft is telescoped through the solenoid valve.

[0010] With the above structural scheme, the telescoping of the spline shaft is controlled by the energization and de-energization of the solenoid valve, which is simple, convenient, and has high reliability.

[0011] As a preferred implementation manner of a general transmission structure for a hybrid system, an installation opening is opened at the center of the transition disk. A bearing is rotatably installed in the installation opening. The inner diameter of the bearing is equal to the outer diameter of the spline shaft. A bearing end cover is coaxially connected to the end of the transition disk facing the motor. A connection hole is opened at the center of the bearing end cover, and the inner diameter of the connection hole is equal to the outer diameter of the spline shaft.

[0012] With the above structural scheme, the axial length of the spline shaft is relatively long. During the rotation of the spline shaft, radial swing will occur. The bearing plays a role in restricting the radial swing of the spline shaft, and the bearing end cover plays a role in dust prevention and sealing for the bearing.

[0013] As a preferred implementation manner of a general transmission structure for a hybrid system, a chamfer is provided at one end of the connection hole facing the spline shaft.

[0014] With the above structural scheme, during the start and stop of the engine, the setting of the chamfer makes the extension, retraction, and rotation of the spline shaft smoother.

[0015] As a preferred implementation of a general transmission structure for a hybrid system, the transition disk and the bearing end cover are fixedly connected by bolts.

[0016] As a preferred implementation of a general transmission structure for a hybrid system, the housing and the engine are fixedly connected by bolts.

[0017] As a preferred implementation of a general transmission structure for a hybrid system, the housing and the motor are fixedly connected by bolts.

[0018] As a preferred implementation of a general transmission structure for a hybrid system, the transition disk and the flexible disk are fixedly connected by bolts.

[0019] The beneficial effects of the present utility model include:

[0020] The structure of the present application is simple and easy to install, enabling the engines and motors of different manufacturers to be used in combination, and reducing costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the technical solutions of the present utility model, the drawings required for description will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present utility model. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0022] Figure 1 It is a three-dimensional assembly schematic diagram of a general transmission structure for a hybrid system in a first perspective in the specific embodiment of the present utility model;

[0023] Figure 2 It is a three-dimensional assembly schematic diagram of a general transmission structure for a hybrid system in a second perspective in the specific embodiment of the present utility model;

[0024] Figure 3 It is a three-dimensional structure schematic diagram of the housing in the specific embodiment of the present utility model;

[0025] Figure 4 It is a three-dimensional structure schematic diagram of the transition disk in the specific embodiment of the present utility model;

[0026] Figure 5 It is a sectional structure schematic diagram of the transition disk in the specific embodiment of the present utility model;

[0027] Figure 6 For Figure 5 The enlarged view of the structure at A in.

[0028] List of components and reference numerals:

[0029] 1. Housing; 2. Engine; 3. Motor; 4. Spline shaft; 5. Transition disk; 6. Bearing; 7. Bearing end cover; 8. Flexible disk. Detailed implementation mode

[0030] In order to make the objectives, features, and advantages of the present utility model more obvious and understandable, the technical solutions in the present utility model will be clearly and completely described below with reference to the accompanying drawings in this specific embodiment. Obviously, the embodiments described below are only a part of the embodiments of the present utility model, rather than all embodiments. Based on the embodiments in this application, all other embodiments obtained by those of ordinary skill in the art without making creative efforts belong to the scope of protection of this application.

[0031] Refer to Figures 1-6 , this embodiment provides a general transmission structure for a hybrid system, including a housing 1. The housing 1 is a cylindrical tubular structure. One end of the housing 1 is coaxially connected to the engine 2, and the housing 1 and the engine 2 are fixedly connected by bolts. The other end of the housing 1 is coaxially connected to the motor 3, and the housing 1 and the motor 3 are fixedly connected by bolts. A solenoid valve is installed on the side of the motor 3 facing the engine 2. One end of the motor shaft of the motor 3 facing the housing 1 is detachably and coaxially connected to a spline shaft 4. The spline shaft 4 includes a main body. One end of the main body is coaxially connected to the motor shaft of the motor 3, and the other end is coaxially provided with a telescopic shaft that can be telescoped. The telescopic shaft is telescoped by the energization and de-energization of the solenoid valve.

[0032] A transition disk 5 with a circular disk-shaped structure is rotatably installed in the housing 1. The transition disk 5 is coaxially arranged with the housing 1. One end of the transition disk 5 is coaxially connected to the flywheel disk of the engine 2, and the flywheel disk can drive the transition disk 5 to rotate. An installation opening is opened at the center of the transition disk 5, and a bearing 6 is rotatably installed in the installation opening. The inner diameter of the bearing 6 is equal to the outer diameter of the spline shaft 4. A bearing end cover 7 is coaxially installed at one end of the transition disk 5 facing the motor 3, and the transition disk 5 and the bearing end cover 7 are fixedly connected by bolts. The transition disk 5 can drive the bearing end cover 7 to rotate. The bearing end cover 7 is circular, and a connection hole is opened at the center of the bearing end cover 7. The inner diameter of the connection hole is equal to the outer diameter of the spline shaft 4, and a chamfer is provided at one end of the connection hole facing the spline shaft 4. One end of the transition disk 5 facing the motor 3 is coaxially connected to a flexible disk 8. An opening is opened at the center of the flexible disk 8, and an internal gear is installed in the opening. The internal gear is adapted to the spline shaft 4.

[0033] The working principle of this embodiment is as follows:

[0034] When the battery power is insufficient to support the operation of the motor 3, the engine 2 starts to work. At the beginning, the flywheel starts slowly, driving the transition plate 5 to rotate, and the transition plate 5 drives the flexible plate 8 to rotate. The spline shaft 4 extends into the internal gear and meshes with the internal gear, so that the spline shaft 4 can rotate with the flexible plate 8, thereby providing power for the motor 3. The excess power can be converted into electrical energy through the energy conversion device in the vehicle to charge the battery. When the battery is full, the spline shaft 4 retracts toward the direction of the motor 3 and disconnects from the flexible plate 8.

[0035] In this embodiment, when the engine 2 is started or stopped, the rotation speed is relatively low, which facilitates the engagement and separation of the spline shaft 4 and the internal gear.

[0036] The present application has a simple structure and is easy to install, and can enable engines 2 and motors 3 from different manufacturers to be used in conjunction with each other, thereby reducing costs.

[0037] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present invention. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A universal transmission structure of a hybrid system, comprising a housing (1), characterized in that: The housing (1) is a cylindrical barrel structure. One end of the housing (1) is coaxially connected to the engine (2), and the other end of the housing (1) is coaxially connected to the motor (3). The motor shaft of the motor (3) is connected to a spline shaft (4) at one end facing the housing (1). The spline shaft (4) can be extended and retracted in the axial direction. A transition disk (5) with a circular disk structure is rotatably installed in the housing (1). The transition disk (5) is coaxially arranged with the housing (1). One end of the transition disk (5) is coaxially connected to a flywheel disk of the engine (2), and the other end of the transition disk (5) is coaxially connected to a flexible disk (8). An internal gear is installed at the center of the flexible disk (8), and the internal gear is adapted to the spline shaft (4).

2. A universal transmission structure for a hybrid system according to claim 1, characterized in that: A solenoid valve is installed on the side of the motor (3) facing the engine (2), and the spline shaft (4) is provided with a main body, one end of the main body is coaxially connected to the motor shaft of the motor (3), and the other end is coaxially provided with a telescopic shaft that can be extended and retracted through the solenoid valve.

3. The universal transmission structure of a hybrid system according to claim 1, characterized in that: A mounting opening is provided at the center of the transition plate (5), a bearing (6) is rotatably mounted in the mounting opening, the inner diameter of the bearing (6) being equal to the outer diameter of the spline shaft (4), a bearing end cover (7) is coaxially connected to one end of the transition plate (5) facing the motor (3), a connecting hole is provided at the center of the bearing end cover (7), and the inner diameter of the connecting hole is equal to the outer diameter of the spline shaft (4).

4. A universal transmission structure for a hybrid system according to claim 3, characterized in that: One end of the connecting hole facing the spline shaft (4) is provided with a chamfer.

5. The universal transmission structure of a hybrid system according to claim 3, characterized in that: The transition plate (5) and the bearing end cover (7) are fixedly connected by bolts.

6. The universal transmission structure of a hybrid system according to claim 1, characterized in that: The housing (1) and the engine (2) are fixedly connected by bolts.

7. The universal transmission structure of a hybrid system according to claim 1, characterized in that: The housing (1) and the motor (3) are fixedly connected by bolts.

8. The universal transmission structure of a hybrid system according to claim 1, characterized in that: The transition plate (5) and the flexible plate (8) are fixedly connected by bolts.

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