Hybrid power structure for motorcycle

Abstract

The utility model relates to the technical field of motorcycle engines, and discloses a hybrid power structure for a motorcycle, which comprises an engine, a crankshaft, a driving motor, an energy recovery motor, a clutch and a speed change mechanism, the crankshaft is connected with the engine, the energy recovery motor is connected with one end of the crankshaft, and the other end of the crankshaft is connected with the clutch. The clutch is connected with a speed change mechanism, the speed change mechanism comprises a speed change mechanism output shaft and a speed change mechanism input shaft, and the speed change mechanism output shaft is connected with a driving motor. The speed change mechanism output shaft, the speed change mechanism input shaft and the crankshaft are located on the same plane. The internal structure is more compact, light, flexible and easy to control.

Description

Technical Field

[0001] The utility model relates to the technical field of motorcycle engines, in particular to a hybrid power structure for motorcycles. Background Art

[0002] Motorcycle hybrid, also known as motorcycle oil-electric hybrid, refers to a motorcycle with two or more power sources. This type of motorcycle combines traditional fuel gasoline with an electric motor to improve low-speed power output and fuel consumption, thereby providing higher energy efficiency and driving flexibility: Energy saving and environmental protection: When driving at low speeds, electric drive can be used alone to reduce fuel consumption and exhaust emissions, which is more environmentally friendly; Power performance: The electric motor can provide additional power support when starting and accelerating, reduce the load on the engine, and improve power performance; Driving flexibility: It can be driven by electricity alone, fuel alone, or a combination of the two to meet different driving needs; Energy recovery: When decelerating or braking, the electric motor can charge the battery by recovering energy, further improving energy efficiency.

[0003] Chinese patent document CN118163890A discloses a hybrid power system for a motorcycle and a control method thereof, comprising a combustion engine with a crankshaft and a reduction mechanism, wherein the reduction mechanism has an input shaft and an output shaft, and also comprises a clutch, wherein the crankshaft of the combustion engine is transmission-connected to the input shaft of the reduction mechanism through the clutch, the crankshaft of the combustion engine is directly connected to a first permanent magnet synchronous motor, the output shaft of the reduction mechanism is connected to a second permanent magnet synchronous motor, the first permanent magnet synchronous motor is electrically connected to the second permanent magnet synchronous motor, the crankshaft of the combustion engine is connected to the input end of the clutch through a gear transmission mechanism, and the output end of the clutch is connected to the input shaft of the reduction mechanism.

[0004] The prior art has the following disadvantages: the hybrid power structure of the existing motorcycle has a large overall structural volume, and the motor is not easy to install. Summary of the invention

[0005] The utility model provides a hybrid power structure for a motorcycle with a compact internal engine structure, comprising an engine, a crankshaft, a drive motor, an energy recovery motor, a clutch and a speed change mechanism, wherein the crankshaft is connected to the engine, the energy recovery motor is connected to one end of the crankshaft, the other end of the crankshaft is connected to the clutch, the clutch is connected to the speed change mechanism, the speed change mechanism comprises a speed change mechanism output shaft and a speed change mechanism input shaft, the speed change mechanism output shaft is connected to the drive motor, and is characterized in that the drive motor is located directly above the speed change mechanism output shaft, and the speed change mechanism output shaft and the speed change mechanism input shaft are located on the same plane as the crankshaft.

[0006] Preferably, the drive motor and the output shaft of the speed change mechanism are in gear transmission, chain or belt transmission.

[0007] Furthermore, a motor output gear is provided on the drive motor, and the motor output gear is connected to a first gear at one end of the output shaft of the speed change mechanism through an intermediate gear, and an output sprocket or pulley is provided at the other end of the output shaft of the speed change mechanism.

[0008] Preferably, the speed change mechanism and the crankshaft are located inside the box body, and the drive motor is mounted on the box body.

[0009] Preferably, the box body includes an upper box body and a lower box body, and the drive motor is mounted above the upper box body.

[0010] Preferably, a clutch gear is provided on the clutch, a crankshaft end gear is provided on the crankshaft, and the clutch gear meshes with the crankshaft end gear.

[0011] Preferably, the speed change mechanism is a manual transmission, an automatic transmission or a manual-automatic integrated transmission.

[0012] The utility model has the following beneficial effects:

[0013] 1. Compared with the prior art in which the input shaft and the output shaft of the speed change mechanism are arranged staggeredly, the installation position of the drive motor in the utility model is closer to the speed change mechanism, with a smaller volume and convenient installation, enabling it to be applied to a small-sized motorcycle. Moreover, by controlling the engine, the drive motor, the energy recovery motor and the clutch, the motorcycle can achieve pure electric mode, pure fuel mode, parallel mode and energy recovery while reducing the volume. Its internal structure is more compact, lightweight and flexible, and is easy to operate.

[0014] 2. The utility model can keep the engine running in the high-efficiency range, reduce fuel consumption, and ensure that when running purely on electricity at low speeds, the noise generated by the whole vehicle is smaller than that of traditional fuel motorcycles, making it more applicable and comfortable. When the motorcycle starts, it gives priority to running purely on electricity, and the power of the whole vehicle is provided by the drive motor. At this time, the transmission mechanism is in neutral. The low-speed start is driven by the drive motor, avoiding the low-speed engine running in the low-efficiency range. When the motorcycle is at medium and high speeds, it switches to the parallel and pure-fuel modes. The energy recovery motor starts the engine, and the engine quickly enters the high-efficiency range. At the same time, the clutch is opened, and the transmission mechanism switches to a non-neutral gear. After the clutch is closed, the engine intervenes in the drive of the whole vehicle, and the power of the engine is provided to the whole vehicle drive through the transmission mechanism. The excess power of the engine can be used to generate electricity by the energy recovery motor. At this time, according to the SOC value and power requirements, it is confirmed whether the drive motor works. When the SOC is low, the drive motor stops working, and all the power is provided by the engine. Part of the power of the engine is provided to the energy recovery motor for power generation. When the SOC is high and higher power is required, the drive motor intervenes in the drive, and the power is provided jointly by the engine and the drive motor. When the motorcycle brakes in the pure-electric mode, the drive motor stops driving, and the drive motor can recover braking energy. Description of the Drawings

[0015] Figure 1 Schematic diagram of an embodiment of the hybrid power structure for a motorcycle of the utility model;

[0016] Figure 2 Schematic diagram of the internal structure;

[0017] Figure 3 is Figure 1 side view of

[0018] Figure 4 Schematic diagram of the connection structure between the drive motor and the transmission mechanism. Detailed Description of the Invention

[0019] The following is a further detailed description through specific embodiments:

[0020] 1. Definition

[0021] The full name of SOC is "State of Charge", that is, the state of charge, which is used to reflect the remaining capacity of the battery and represents the ability of the battery to continue working. In the case of complete discharge, SOC is 0, and in the case of full charge, SOC is 1, generally represented by 0-100%.

[0022] The full name of the ISG motor is Integrated Starter Generator, which is translated into Chinese as "Integrated Intelligent Starter Generator". The principle of the ISG motor is to replace the traditional starter motor with a motor with a relatively large transient power. Its inherent structure determines that the ISG motor does not need to drive a belt like the BSG motor. The motor can directly drive the crankshaft output end of the engine, and can not only directly drive the crankshaft to rotate during startup, but also ensure that the engine does not start as much as possible during starting and low-speed conditions.

[0023] 2. The reference numerals in the attached drawings of the specification include: engine 1, drive motor 2, oil pan 3, upper box body 4, right cover 5, lower box body 6, left cover 7, output sprocket 8, motor output gear 9, intermediate gear 10, gear one 11, clutch 12, crankshaft 13, crankshaft end gear 14, energy recovery motor 15, clutch gear 16, transmission mechanism 17, transmission mechanism input shaft 18, and transmission mechanism output shaft 19.

[0024] Embodiment 1

[0025] As Figures 1-4 shown, a hybrid structure for a motorcycle includes an engine 1, a crankshaft 13, a drive motor 2, an energy recovery motor 15, a clutch 12, and a transmission mechanism 17. The crankshaft 13 is connected to the engine 1. The energy recovery motor 15 is connected to one end of the crankshaft 13. The other end of the crankshaft 13 is connected to the clutch 12. The clutch 12 is connected to the transmission mechanism 17. The transmission mechanism 17 includes a transmission mechanism output shaft 19 and a transmission mechanism input shaft 18. The transmission mechanism output shaft 19 is connected to the drive motor 2. The drive motor 2 is located directly above the transmission mechanism output shaft 19. The transmission mechanism output shaft 19 and the transmission mechanism input shaft 18 are in the same plane as the crankshaft 13. The transmission mechanism input shaft 18 is located between the transmission mechanism output shaft 19 and the crankshaft 13. The energy recovery motor 15 is an ISG motor, which is used for starting and stopping the engine 1 and generating electricity.

[0026] The drive motor 2 and the transmission mechanism output shaft 19 are in gear transmission. The drive motor 2 is provided with a motor output gear 9. The motor output gear 9 is connected to the gear one 11 at one end of the transmission mechanism output shaft 19 through an intermediate gear 10. An output sprocket 8 is provided at the other end of the transmission mechanism output shaft 19. The transmission mechanism output shaft 19 and the transmission mechanism input shaft 18 are connected and driven through a plurality of shift teeth and a plurality of transmission gears. The transmission mechanism 17 is an automatic transmission, and its structure is the prior art and will not be elaborated here too much.

[0027] The speed change mechanism 17 and the crankshaft 13 are located inside the box body. The drive motor 2 is installed on the box body. The left side of the box body is the left cover 7, the right side of the box body is the right cover 5, and the oil pan 3 is provided at the bottom of the box body.

[0028] The box body includes an upper box body 4 and a lower box body 6. The drive motor 2 is installed above the upper box body 4.

[0029] The clutch 12 is provided with a clutch gear 16. The clutch gear 16 is located between the clutch 12 and the input shaft 18 of the speed change mechanism. A crankshaft end gear 14 is arranged on the crankshaft 13. The clutch gear 16 meshes with the crankshaft end gear 14.

[0030] When the vehicle starts, it preferentially runs on pure electricity. At this time, the engine 1 is not working, the ISG motor is not working, the speed change mechanism 17 is in the neutral position, and the drive motor 2 provides driving force. At this time, the power transmission direction is: motor output gear 9 - intermediate gear 10 - gear one 11 - output shaft 19 of the speed change mechanism - output sprocket 8. When the motorcycle enters medium and high speeds, at this time the ISG motor starts the engine 1 to work, the clutch 12 opens, the speed change mechanism 17 shifts gears. After shifting to a non-neutral gear, the clutch 12 closes, and the engine 1 starts to drive the whole vehicle to move. The power transmission direction of the engine 1 is: crankshaft end gear 14 - clutch gear 16 - clutch 12 - input shaft 18 of the speed change mechanism - output shaft 19 of the speed change mechanism - output sprocket 8. The ISG motor converts the excess power of the engine 1 into electricity for energy recovery. At this time, the drive motor 2 will confirm whether to work according to the power requirement and the SOC value. When the SOC is low, the drive motor 2 stops working, and the power is entirely provided by the engine 1. Part of the power of the engine 1 is provided to the ISG motor for power generation. When the SOC is high and higher power is required, the drive motor 2 works, and the power is provided by the engine 1 and the drive motor 2. When the motorcycle is braking or in other situations, after the drive motor 2 stops outputting power, the drive motor 2 can also perform energy recovery.

[0031] The above are only the embodiments of the present utility model. Specific structures and common knowledge such as characteristics well-known in the art are not described in detail herein. Those of ordinary skill in the art know all the common general technical knowledge in the technical field to which the utility model belongs before the application date or the priority date, can learn all the existing technologies in this field, and have the ability to apply the conventional experimental means before this date. Those of ordinary skill in the art can, under the inspiration given in this application, combine their own abilities to complete and implement this solution. Some typical well-known structures or well-known methods should not become obstacles for those of ordinary skill in the art to implement this application. It should be noted that for those skilled in the art, without departing from the structure of the present utility model, several deformations and improvements can still be made, and these should also be regarded as the protection scope of the present utility model, and these will not affect the implementation effect of the present utility model and the practicality of the patent. The protection scope required by this application should be subject to the content of its claims, and the specific implementation manners and the like recorded in the specification can be used to interpret the content of the claims.

Claims

1. A hybrid power structure for a motorcycle, comprising an engine (1), a crankshaft (13), a drive motor (2), an energy recovery motor (15), a clutch (12) and a speed change mechanism (17), wherein the crankshaft (13) is connected to the engine (1), the energy recovery motor (15) is connected to one end of the crankshaft (13), the other end of the crankshaft (13) is connected to the clutch (12), the clutch (12) is connected to the speed change mechanism (17), the speed change mechanism (17) comprises a speed change mechanism output shaft (19) and a speed change mechanism input shaft (18), the speed change mechanism output shaft (19) is connected to the drive motor (2), and the characteristics are as follows: The drive motor (2) is located directly above the speed change mechanism output shaft (19), and the speed change mechanism output shaft (19) and the speed change mechanism input shaft (18) are located on the same plane as the crankshaft (13).

2. The hybrid power structure for motorcycle according to claim 1, characterized in that: The drive motor (2) and the speed change mechanism output shaft (19) are driven by gears, chains or belts.

3. The hybrid power structure for motorcycle according to claim 2, characterized in that: The drive motor (2) is provided with a motor output gear (9), and the motor output gear (9) is connected to a gear 1 (11) at one end of the speed change mechanism output shaft (19) via an intermediate gear (10), and an output sprocket (8) or a pulley is provided at the other end of the speed change mechanism output shaft (19).

4. The hybrid power structure for motorcycle according to any one of claims 1 to 3, characterized in that: The speed change mechanism (17) and the crankshaft (13) are located in a housing, and the drive motor (2) is mounted on the housing.

5. The hybrid power structure for motorcycle according to claim 4, characterized in that: The box body comprises an upper box body (4) and a lower box body (6), and the drive motor (2) is installed above the upper box body (4).

6. The hybrid power structure for motorcycle according to claim 5, characterized in that: The clutch (12) is provided with a clutch gear (16), the crankshaft (13) is provided with a crankshaft end gear (14), and the clutch gear (16) is meshed with the crankshaft end gear (14).

7. The hybrid power structure for motorcycle according to claim 6, characterized in that: The speed change mechanism (17) is a manual transmission, an automatic transmission or a manual-automatic transmission.

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