Hybrid drive system

Abstract

The utility model relates to a hybrid power driving system for a vehicle, which comprises a first motor, a second motor, a third motor and a fourth motor, the second motor is provided with a second motor shaft; an intermediate shaft; a system output shaft; the first gear and the second gear are meshed with each other, the first gear is in anti-rotation connection with the first motor shaft, and the second gear sleeves the system output shaft; the third gear and the fourth gear are meshed with each other, the third gear is in anti-rotation connection with the second motor shaft, and the fourth gear is arranged on the middle shaft in a sleeving mode; the fifth gear and the sixth gear are meshed with each other, the fifth gear is in anti-rotation connection with the intermediate shaft, and the sixth gear is in anti-rotation connection with the system output shaft; and the joint device comprises a first joint mechanism, a second joint mechanism and an actuator, the first joint mechanism selectively connects the second gear with the system output shaft in an anti-rotation mode, the second joint mechanism selectively connects the fourth gear with the intermediate shaft in an anti-rotation mode, and the actuator controls the first joint mechanism and the second joint mechanism to conduct joint action.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicles. In particular, the utility model relates to a hybrid drive system for a vehicle. Background Art

[0002] With the increasing demand for energy conservation and emission reduction, hybrid vehicles, especially hybrid electric vehicles using internal combustion engines and electric motors as power sources, are being increasingly used.

[0003] Since a single-motor drive system cannot always keep the internal combustion engine operating in an optimized operating range and has relatively poor environmental friendliness, there are currently solutions for hybrid drive systems using two motors. For example, a longitudinally arranged dual-motor hybrid drive system for a hybrid vehicle is disclosed in Chinese Patent Document CN215552517 U.

[0004] However, improving the drive efficiency of the hybrid drive system and further reducing fuel consumption have always been the focus of attention in this field. In some current hybrid drive solutions, since the P3 drive motor is always coupled to the wheels, the ability to control according to the drive system state is limited. In addition, only one clutch is arranged in a standard single-speed dedicated hybrid drive transmission to be responsible for the conversion between drive modes, that is, the conversion between series drive and parallel drive. Summary of the Utility Model

[0005] Therefore, the purpose of the utility model is to provide a hybrid drive system especially integrating two motors, wherein the hybrid drive system has optimized drive efficiency relative to the current dual-motor hybrid drive system and can especially achieve time-sharing decoupling of the two motors.

[0006] According to the utility model, the above purpose is achieved by a hybrid drive system for a vehicle. The hybrid drive system includes:

[0007] A first motor having a first motor shaft;

[0008] A second motor having a second motor shaft;

[0009] An intermediate shaft;

[0010] A system output shaft;

[0011] A first gear and a second gear meshing with each other, wherein the first gear is non-rotatably connected to the first motor shaft, and the second gear is rotatably sleeved at the system output shaft relative to the system output shaft;

[0012] A third gear and a fourth gear meshing with each other, wherein the third gear is non-rotatably connected to the second motor shaft, and the fourth gear is rotatably sleeved at the intermediate shaft relative to the intermediate shaft;

[0013] A fifth gear and a sixth gear that mesh with each other, wherein the fifth gear is non-rotatably connected to the intermediate shaft, and the sixth gear is non-rotatably connected to the system output shaft;

[0014] An engagement device, which includes a first engagement mechanism, a second engagement mechanism, and an actuator, wherein the first engagement mechanism selectively non-rotatably connects the second gear to the system output shaft, the second engagement mechanism selectively non-rotatably connects the fourth gear to the intermediate shaft, and the actuator manipulates the first engagement mechanism and the second engagement mechanism to perform an engagement action.

[0015] In some preferred embodiments, the first engagement mechanism is configured as a synchronizer and has a first engagement sleeve, the second engagement mechanism is configured as a synchronizer and has a second engagement sleeve, and the actuator has a first fork and a second fork, wherein the first fork can push the first engagement sleeve to move axially, and the second fork can push the second engagement sleeve to move axially.

[0016] Herein, preferably, the first fork and the second fork are fixedly connected to each other or integrally formed, and the first fork and the second fork perform synchronous axial movement by means of the same driving device of the actuator.

[0017] Herein, particularly preferably, the driving device is a DC motor drive, a bi-directional electromagnetic drive, or a bi-directional hydraulic drive.

[0018] Herein, preferably, a gear pair composed of a first gear and a second gear, a gear pair composed of a third gear and a fourth gear, and a gear pair composed of a fifth gear and a sixth gear are arranged in sequence along the axial direction from the first motor to the second motor.

[0019] Herein, advantageously, the first engagement mechanism is arranged on the axial side of the second gear away from the first motor, and the second engagement mechanism is arranged on the axial side of the fourth gear away from the second motor.

[0020] Herein, advantageously, a seventh gear is non-rotatably arranged on the system output shaft, and the seventh gear can mesh with the gear of the vehicle's differential.

[0021] Herein, advantageously, on the system output shaft, the seventh gear is arranged between the second gear and the sixth gear.

[0022] In some preferred embodiments, the first motor shaft and the intermediate shaft are arranged coaxially.

[0023] In some preferred embodiments, the hybrid drive system further includes a shock absorber, and the shock absorber is arranged on the axial side of the first motor away from the first gear.

[0024] In a hybrid drive system according to an embodiment of the present utility model, two motors can be decoupled from the power output end (such as a wheel) at different times by means of an engagement device, so as to achieve a variety of working modes, including: 1) In the pure electric mode, the second motor is coupled to the power output end and outputs power, and the internal combustion engine and the first motor are decoupled from the power output end and stop working; 2) In the series mode, the second motor is coupled to the power output end and outputs power, and the internal combustion engine and the first motor are decoupled from the power output end. At this time, the internal combustion engine works normally and the first motor works normally as a generator; 3) In the direct drive mode, the second motor is decoupled from the power output end, and the internal combustion engine and the first motor are coupled to the power output end. At this time, the internal combustion engine works as the main driving source; 4) In the energy recovery mode, the second motor is decoupled from the power output end, and the internal combustion engine and the first motor are coupled to the power output end. Especially when the internal combustion engine has excess power when working in the optimal operating condition area, the first motor can act as a generator to convert the excess power of the internal combustion engine into electric energy. Herein, particularly preferably, the actuator of the engagement device is provided with two special-shaped fork levers and a driving device capable of synchronously driving the two special-shaped fork levers. Thus, the engagement device can be flexibly arranged in the hybrid drive system with a smaller volume, and at the same time, the actuation control of the fork lever is made simpler. Description of the Drawings

[0025] The features, advantages and technical effects of the exemplary embodiments of the present utility model will be described below with reference to the drawings.

[0026] Figure 1 The hybrid drive system according to an embodiment is shown. Detailed Embodiments

[0027] Figure 1 The hybrid drive system according to an embodiment is shown. The hybrid drive system is used for a hybrid vehicle.

[0028] In the present embodiment, as Figure 1 shown, the hybrid drive system includes a first motor 2 and a second motor 3. Among them, the first motor 2 has a first motor shaft 5, and the second motor 3 has a second motor shaft 6. In addition, the hybrid drive system further includes an intermediate shaft 7 and a system output shaft 8. In the present embodiment, the first motor shaft 5 and the intermediate shaft 7 are arranged coaxially. Herein, the first motor shaft 5, the second motor shaft 6, the intermediate shaft 7 and the system output shaft 8 are coaxially arranged with each other or parallel to each other. Therefore, within the scope of this article, the term "axial direction" can be understood as the direction extending along the central axis of each shaft member or the direction parallel to the central axis of each shaft member.

[0029] The hybrid drive system further includes a shock absorber 4, and the shock absorber 4 is preferably arranged coaxially on the axial side of the first motor 2 away from the first gear 12. In this case, by arranging the shock absorber 4 between the first motor 2 and the internal combustion engine 1, the damage to the first motor 2 caused by torsional shock loads under non-steady operating conditions can be reduced.

[0030] The hybrid drive system further includes a first gear 12 and a second gear 13 that mesh with each other. Among them, the first gear 12 is anti-rotationally connected to the first motor shaft 5, and the second gear 13 is sleeved on the system output shaft 8 via a bearing and can rotate relative to the system output shaft 8; a third gear 14 and a fourth gear 15 that mesh with each other. Among them, the third gear 14 is anti-rotationally connected to the second motor shaft 6, and the fourth gear 15 is sleeved on the intermediate shaft 7 via a bearing and can rotate relative to the intermediate shaft 7; a fifth gear 16 and a sixth gear 17 that mesh with each other. Among them, the fifth gear 16 is anti-rotationally connected to the intermediate shaft 7, and the sixth gear 17 is anti-rotationally connected to the system output shaft 8.

[0031] As Figure 1 shown, the hybrid drive system further includes a seventh gear 18 arranged anti-rotationally on the system output shaft 8 and serving as the system output gear. Here, the seventh gear 18 meshes with the gear 19 of the vehicle's differential, so as to transmit the power of the system to the differential, and further can be transmitted to the vehicle's wheels.

[0032] Within the scope of this article, the term "anti-rotationally connected" or "anti-rotationally arranged" means: a connection or arrangement method that enables two components not to rotate relative to each other, so as to be able to transmit torque. For example, when two components are anti-rotationally connected to each other or one component is anti-rotationally arranged on another component, the two components can transmit torque and can rotate together. For example, a spline connection can achieve anti-rotational connection. Another example is that a fixed connection can also achieve anti-rotational connection. Here, it is not limited whether the two components connected anti-rotationally can move axially relative to each other along the rotation axis.

[0033] In this embodiment, as Figure 1 shown, a gear pair composed of a first gear 12 and a second gear 13, a gear pair composed of a seventh gear 18 and the gear 19 of the differential, a gear pair composed of a third gear 14 and a fourth gear 15, and a gear pair composed of a fifth gear 16 and a sixth gear 17 are arranged in sequence along the axial direction from the first motor 2 to the second motor 3, thereby enabling a compact structure.

[0034] The hybrid drive system further includes an engaging device. In this embodiment, as Figure 1As shown, the coupling device includes a first coupling mechanism 9, a second coupling mechanism 10 and an actuator 11, wherein the first coupling mechanism 9 selectively connects the second gear 13 to the system output shaft 8 in a rotationally non-conforming manner, the second coupling mechanism 10 selectively connects the fourth gear 15 to the intermediate shaft 7 in a rotationally non-conforming manner, and the actuator 11 manipulates the first coupling mechanism 9 and the second coupling mechanism 10 to perform a coupling action.

[0035] Here, the first engagement mechanism 9 and the second engagement mechanism 10 are both constructed as synchronizers, preferably inertia locking synchronizers. For example, the synchronizer can be constructed as a lock pin type inertia synchronizer or a lock ring type inertia synchronizer. It can be understood by those skilled in the art that since the first engagement mechanism 9 and the second engagement mechanism 10 only need to correspondingly connect a shaft (system output shaft 8 or intermediate shaft 7) with a gear (second gear 13 or fourth gear 15) in a rotationally fixed manner in this embodiment, the first engagement mechanism 9 and the second engagement mechanism 10 are both referred to the embodiment for connecting a shaft and a gear in a rotationally fixed manner in the existing inertia locking synchronizer design. Here, the first engagement mechanism 9 has a first engagement sleeve (not shown in detail), and the second engagement mechanism 10 has a second engagement sleeve (not shown in detail). Here, the first engagement mechanism 9 is arranged on the axial side of the second gear 13 away from the first motor 2, and the second engagement mechanism 10 is arranged on the axial side of the fourth gear 15 away from the second motor 3.

[0036] Here, the actuator 11 has a first fork, a second fork and a driving device (not shown in detail), wherein the first fork can push the first engagement sleeve to move axially, and the second fork can push the second engagement sleeve to move axially. In the present embodiment, the first fork and the second fork are configured as special-shaped forks so as to be adaptable to the installation environment. In addition, the first fork and the second fork are fixedly connected to each other or integrally configured. The driving device can be a DC motor drive, a bidirectional electromagnetic drive or a bidirectional hydraulic drive. Here, the first fork and the second fork perform synchronous axial movement with the aid of the driving device. As a result, the engagement device can be flexibly arranged in a hybrid drive system with a smaller volume, while achieving simpler actuation control of the fork.

[0037] In the hybrid drive system according to the embodiment of the present utility model, the first motor 2 and the second motor 3 can be decoupled from the power output end such as the wheel in a time-sharing manner by means of the engagement device, thereby realizing multiple working modes, as described below:

[0038] 1) In pure electric mode, the second motor 3 is coupled to the power output end and outputs power, while the internal combustion engine 1 and the first motor 2 are decoupled from the power output end and stop working. Specifically, in this mode, the engaging device works as follows: The driving device of the actuator 11 drives the first fork and the second fork to move axially towards the second motor 3, thereby actuating the first engaging sleeve and the second engaging sleeve to move axially towards the second motor 3 synchronously, so that the second engaging mechanism 10 connects the fourth gear 15 to the intermediate shaft 7 in a rotation-resistant manner, while the first engaging mechanism 9 allows the second gear 13 to rotate relative to the system output shaft 8. At this time, the power output by the second motor 3 is transmitted to the vehicle differential through the third gear 14 and the fourth gear 15 that mesh with each other, the fifth gear 16 and the sixth gear 17 that mesh with each other, and the seventh gear 18 and the gear 19 of the vehicle differential that mesh with each other in sequence.

[0039] 2) In series mode, the second motor 3 is coupled to the power output end and outputs power, while the internal combustion engine 1 and the first motor 2 are decoupled from the power output end. At this time, the internal combustion engine 1 works and the first motor 2 works normally as a generator. In this mode, the engaging state of the engaging device is the same as that in pure electric mode. At this time, the internal combustion engine 1 works, and the first motor 2 converts the power output by the internal combustion engine 1 into electrical energy to supply power to the second motor 3. For the power transmission from the second motor 3 to the power output end, refer to the pure electric mode.

[0040] 3) In direct drive mode, the second motor 3 is decoupled from the power output end, and the internal combustion engine 1 and the first motor 2 are coupled to the power output end. At this time, the internal combustion engine 1 works as the main driving source. Specifically, in this mode, the engaging device works as follows: The driving device of the actuator 11 drives the first fork and the second fork to move axially towards the first motor 2, thereby actuating the first engaging sleeve and the second engaging sleeve to move axially towards the first motor 2 synchronously, so that the first engaging mechanism 9 connects the second gear 13 to the system output shaft 8 in a rotation-resistant manner, while the second engaging mechanism 10 allows the fourth gear 15 to rotate relative to the intermediate shaft 7. At this time, the internal combustion engine 1 works as the main driving source, and the power output by it is transmitted to the first motor shaft 5 through the shock absorber 4, and then transmitted to the vehicle differential through the first gear 12 and the second gear 13 that mesh with each other, and the seventh gear 18 and the gear 19 of the vehicle differential that mesh with each other.

[0041] 4) In energy recovery mode, the second motor 3 is decoupled from the power output end, and the internal combustion engine 1 and the first motor 2 are coupled to the power output end. In this mode, for the engaging state of the engaging device and the power transmission from the internal combustion engine 1 to the power output end, refer to the direct drive mode. Here, when the internal combustion engine works in the optimal operating condition area and there is excess power, the first motor 2 works as a generator to convert the excess power of the internal combustion engine 1 into electrical energy.

[0042] Obviously, the above-mentioned embodiments of the present utility model are merely examples for clearly explaining the present utility model, rather than limitations on the implementation manners of the present utility model. For those of ordinary skill in the art, other different forms of changes or modifications can be made based on the above description. It is not necessary and impossible to list all the implementation manners here. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present utility model shall be included in the protection scope of the claims of the present utility model. In the description herein, it should be noted that ordinal numbers such as "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance.

[0043] List of reference numerals

[0044] 1 Internal combustion engine

[0045] 2 First motor

[0046] 3 Second motor

[0047] 4 Shock absorber

[0048] 5 First motor shaft

[0049] 6 Second motor shaft

[0050] 7 Intermediate shaft

[0051] 8 System output shaft

[0052] 9 First engaging mechanism

[0053] 10 Second engaging mechanism

[0054] 11 Actuator

[0055] 12 First gear

[0056] 13 Second gear

[0057] 14 Third gear

[0058] 15 Fourth gear

[0059] 16 Fifth gear

[0060] 17 Sixth gear

[0061] 18 Seventh gear

[0062] 19 Gears of differential

Claims

1. A hybrid drive system for a vehicle, the hybrid drive system comprising: A first motor (2) having a first motor shaft (5); A second motor (3) having a second motor shaft (6); An intermediate shaft (7); A system output shaft (8); A first gear (12) and a second gear (13) that mesh with each other, wherein the first gear (12) is non-rotatably connected to the first motor shaft (5), and the second gear (13) is rotatably sleeved on the system output shaft (8) relative to the system output shaft (8); A third gear (14) and a fourth gear (15) that mesh with each other, wherein the third gear (14) is non-rotatably connected to the second motor shaft (6), and the fourth gear (15) is rotatably sleeved on the intermediate shaft (7) relative to the intermediate shaft (7); A fifth gear (16) and a sixth gear (17) that mesh with each other, wherein the fifth gear (16) is non-rotatably connected to the intermediate shaft (7), and the sixth gear (17) is non-rotatably connected to the system output shaft (8); An engaging device comprising a first engaging mechanism (9), a second engaging mechanism (10) and an actuator (11), wherein the first engaging mechanism (9) selectively non-rotatably connects the second gear (13) to the system output shaft (8), the second engaging mechanism (10) selectively non-rotatably connects the fourth gear (15) to the intermediate shaft (7), and the actuator (11) manipulates the first engaging mechanism (9) and the second engaging mechanism (10) to perform an engaging action.

2. The hybrid drive system according to claim 1, wherein The first engaging mechanism (9) is configured as a synchronizer and has a first engaging sleeve, The second engaging mechanism (10) is configured as a synchronizer and has a second engaging sleeve, The actuator (11) has a first fork and a second fork, wherein the first fork can push the first engaging sleeve to move axially, and the second fork can push the second engaging sleeve to move axially.

3. The hybrid drive system according to claim 2, wherein The first fork and the second fork are fixedly connected to each other or integrally formed, and the first fork and the second fork perform synchronous axial movement by means of the same driving device of the actuator (11).

4. The hybrid drive system according to claim 3, wherein, The driving device is a DC motor drive, a bi-directional electromagnetic drive or a bi-directional hydraulic drive.

5. The hybrid drive system according to claim 2, wherein A gear pair composed of the first gear (12) and the second gear (13), a gear pair composed of the third gear (14) and the fourth gear (15), and a gear pair composed of the fifth gear (16) and the sixth gear (17) are arranged in sequence along the axial direction from the first motor (2) to the second motor (3).

6. The hybrid drive system according to claim 5, wherein The first engaging mechanism (9) is arranged on the axial side of the second gear (13) away from the first motor (2), and the second engaging mechanism (10) is arranged on the axial side of the fourth gear (15) away from the second motor (3).

7. The hybrid drive system according to claim 6, wherein A seventh gear (18) is arranged on the system output shaft (8) in a rotation-resistant manner, and the seventh gear (18) can mesh with a gear (19) of a differential of the vehicle.

8. The hybrid drive system according to claim 7, wherein On the system output shaft (8), the seventh gear (18) is arranged between the second gear (13) and the sixth gear (17).

9. The hybrid drive system according to claim 1, wherein The first motor shaft (5) and the intermediate shaft (7) are arranged coaxially.

10. The hybrid drive system according to claim 1, wherein The hybrid drive system further includes a shock absorber (4), and the shock absorber (4) is arranged on the axial side of the first motor (2) away from the first gear (12).

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