Hybrid power system, transmission mechanism thereof, range extender and vehicle

Abstract

The utility model provides a hybrid power system, a transmission mechanism of the hybrid power system, a range extender and a vehicle. The transmission mechanism of the hybrid power system comprises an internal combustion engine transmission assembly used for being in transmission connection with an internal combustion engine; the motor transmission assembly is in transmission connection with a motor; the wheel transmission assembly is in transmission connection with wheels; the synchronizer comprises a joint gear sleeve arranged on the motor transmission assembly, a first joint gear ring arranged on the internal combustion engine transmission assembly and a second joint gear ring arranged on the wheel transmission assembly; in the first working mode, the joint gear sleeve and the first joint gear ring are jointed and locked; in the second working mode, the joint gear sleeve is not jointed with the first joint gear ring or the second joint gear ring; and in the third working mode, the joint gear sleeve and the second joint gear ring are jointed and locked. According to the utility model, the connection condition of each transmission assembly is switched through the synchronizer, different transmission requirements are realized, the switching response speed is high, the switching efficiency is high, and the driving experience of a user can be improved.

Description

Technical Field

[0001] The utility model relates to the technical field of automobiles, and particularly relates to a hybrid power system, its transmission mechanism, a range extender and a vehicle. Background Art

[0002] The power system of a pure electric vehicle generally consists of a drive motor, a controller and a power battery. Limited by the power supply characteristics of the power system, pure electric vehicles usually face range anxiety when in use. To alleviate range anxiety, the automotive industry has introduced hybrid electric vehicles. A hybrid electric vehicle refers to a vehicle that is equipped with two power sources at the same time - a thermal power source (generated by a traditional gasoline engine or diesel engine) and an electric power source (a power battery and a drive motor).

[0003] Among them, the range-extended model in hybrid electric vehicles is based on a pure electric vehicle and adds an internal combustion engine and a generator. When the power battery is short of power, the internal combustion engine acts as an energy compensation device to drive the generator to generate electricity, so as to charge the power battery and extend the vehicle range.

[0004] Current range-extended hybrid electric vehicles usually include a drive motor, an internal combustion engine and a generator. Among them, when the internal combustion engine is connected to the generator, it is specifically used for generating electricity and does not participate in driving the vehicle. At present, when the current range-extended hybrid electric vehicle switches between the charging working mode and the idle mode, there are problems such as slow response speed and incomplete decoupling between the internal combustion engine and the generator, which affect the driving experience of users. Summary of the Utility Model

[0005] Aiming at the problems in the prior art, the purpose of the utility model is to provide a hybrid power system, its transmission mechanism, a range extender and a vehicle, so as to improve the smoothness and response speed when the hybrid power system switches working modes and improve the driving experience of users.

[0006] An embodiment of the utility model provides a transmission mechanism for a hybrid power system of a vehicle, including:

[0007] An internal combustion engine transmission component, which is used for being transmission-connected with an internal combustion engine;

[0008] A motor transmission component, which is used for being transmission-connected with a motor;

[0009] A wheel transmission component, which is used for being transmission-connected with a wheel;

[0010] A synchronizer, which includes a synchromesh sleeve arranged on the motor transmission component, a first synchromesh ring arranged on the internal combustion engine transmission component and a second synchromesh ring arranged on the wheel transmission component;

[0011] In the first operating mode, the engaging sleeve of the synchronizer engages and locks with the first engaging gear ring.

[0012] In the second operating mode, the engaging sleeve of the synchronizer does not engage with the first engaging gear ring or the second engaging gear ring.

[0013] In the third operating mode, the engaging sleeve of the synchronizer engages and locks with the second engaging gear ring.

[0014] In some embodiments, the internal combustion engine transmission assembly includes a first output shaft, and the first engaging gear ring is fixedly connected to the first output shaft; the electric motor transmission assembly includes a second output shaft, and the second engaging gear ring is rotatably sleeved on the second output shaft through a bearing;

[0015] In some embodiments, the electric motor transmission assembly further includes an input shaft, and the input shaft and the second output shaft are transmission-connected through a reduction gear set.

[0016] In some embodiments, the reduction gear set includes a planetary gear mechanism.

[0017] In some embodiments, the wheel transmission assembly includes a gear rotatably sleeved on the second output shaft of the electric motor transmission assembly, and the second engaging gear ring is transmission-connected to the gear or integrally formed with the gear; the wheel transmission assembly further includes a differential and half shafts, the differential includes a driven gear and side gear, the driven gear is transmission-connected to the gear, and the side gear is connected to the wheel through the half shaft. In some embodiments, the internal combustion engine transmission assembly includes a torque damper, and the torque damper is disposed between the internal combustion engine and the first engaging gear ring.

[0018] In some embodiments, a shift fork mechanism for the synchronizer is further included, the shift fork mechanism includes a shift fork, one end of the shift fork is fixedly connected to the engaging sleeve, the shift fork drives the engaging sleeve to engage and lock with the first engaging gear ring, and the shift fork drives the engaging sleeve to engage and lock with the second engaging gear ring.

[0019] In some embodiments, a driving mechanism is further included, and the driving mechanism drives the shift fork to move in a first direction.

[0020] An embodiment of the present invention further provides a range extender for a hybrid power system of a vehicle, the range extender includes:

[0021] The transmission mechanism according to any one of the above, and

[0022] An electric motor, the electric motor is transmission-connected to the electric motor transmission assembly of the transmission mechanism.

[0023] An embodiment of the present utility model also provides a hybrid power system for a vehicle, including:

[0024] The range extender as described above, and

[0025] An internal combustion engine, which is drivingly connected to an internal combustion engine transmission assembly of the transmission mechanism of the range extender.

[0026] An embodiment of the present utility model also provides a vehicle, including the hybrid power system as described above.

[0027] The hybrid power system, its transmission mechanism, range extender and vehicle provided by the present utility model have the following advantages:

[0028] After the engaging sleeve is engaged and locked with the first engaging gear ring, the internal combustion engine transmission assembly and the motor transmission assembly are drivingly connected, and the internal combustion engine drives the motor to generate electricity, and then charges the battery, improving the endurance of the vehicle; when the engaging sleeve is not locked with the first engaging gear ring and the second engaging gear ring, the internal combustion engine transmission assembly, the motor transmission assembly and the wheel transmission assembly are completely decoupled, the power system has no power output and does not generate electricity; when the engaging sleeve is engaged and locked with the second engaging gear ring, the motor transmission assembly is drivingly connected to the wheels, and the motor drives the vehicle to travel. By engaging the synchronizer with each transmission assembly to switch the driving connection of each transmission assembly, different driving requirements can be realized, and the response speed is fast, the smoothness is high, and the driving experience of the user is improved. Description of the Drawings

[0029] Other features, objects and advantages of the present utility model will become more apparent by reading the detailed description of the non-limiting embodiments with reference to the following drawings.

[0030] Figure 1 is a schematic diagram of a hybrid power system according to an embodiment of the present utility model;

[0031] Figure 2 is a flowchart of a driving method of the hybrid power system in the present utility model.

[0032] Reference Numerals:

[0033] 10 Internal combustion engine transmission assembly 32 Differential

[0034] 11 First output shaft 321 Driven gear

[0035] 12 Torque damper 322 Axle gear

[0036] 20 Motor transmission assembly 33 Axle

[0037] 21 Input shaft 34 Idler gear

[0038] 22 Second output shaft 40 Synchronizer

[0039] 23 Reduction gear set 50 Internal combustion engine

[0040] 30 Wheel drive assembly 60 Electric motor

[0041] 31 Gear Detailed implementation manners

[0042] The exemplary embodiments will now be described more fully with reference to the accompanying drawings. However, the exemplary embodiments can be implemented in various forms and should not be construed as limited to the embodiments set forth herein; rather, these embodiments are provided so that this utility model will be thorough and complete, and will fully convey the concept of the exemplary embodiments to those skilled in the art. Like reference numerals in the figures denote like or similar structures, and thus their repetitive description will be omitted.

[0043] In the description of this application, the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples", etc., are used to mean that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of this application. Moreover, the specific features, structures, materials, or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine the different embodiments or examples described in this application and the features of the different embodiments or examples without conflicting with each other.

[0044] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, the features defined with "first" and "second" can explicitly or implicitly include at least one of these features. In the description of this application, "a plurality" means two or more unless otherwise specifically defined.

[0045] It should be further understood that the terms "comprising" and "including" indicate the presence of the features, steps, operations, elements, components, items, types, and / or groups, but do not exclude the presence, occurrence, or addition of one or more other features, steps, operations, elements, components, items, types, and / or groups. The terms "or" and "and / or" used herein are interpreted as inclusive, or meaning any one or any combination. Thus, "A, B, or C" or "A, B, and / or C" means "any one of the following: A; B; C; A and B; A and C; B and C; A, B, and C". An exception to this definition occurs only when the combination of elements, functions, steps, or operations is inherently mutually exclusive in some way.

[0046] To solve the problems in the prior art, an embodiment of the present utility model provides a transmission mechanism for a hybrid power system of a vehicle, as Figure 1 shown. The transmission mechanism includes an internal combustion engine transmission assembly 10, a motor transmission assembly 20, a wheel transmission assembly 30, and a synchronizer 40.

[0047] Specifically, the internal combustion engine transmission assembly 10 is used for driving connection with an internal combustion engine 50, the motor transmission assembly 20 is used for driving connection with a motor 60, and the wheel transmission assembly 30 is used for driving connection with a wheel; the synchronizer 40 includes a engaging sleeve arranged on the motor transmission assembly 20, a first engaging gear ring arranged on the internal combustion engine transmission assembly 10, and a second engaging gear ring arranged on the wheel transmission assembly. In the first working mode, the engaging sleeve of the synchronizer 40 engages and locks with the first engaging gear ring; in the second working mode, the engaging sleeve of the synchronizer 40 does not engage with the first engaging gear ring and does not engage with the second engaging gear ring; in the third working mode, the engaging sleeve of the synchronizer 40 engages and locks with the second engaging gear ring.

[0048] When the engaging sleeve engages and locks with the first engaging gear ring, the internal combustion engine transmission assembly 10 is in driving connection with the motor transmission assembly 20. When the internal combustion engine 50 starts to operate, the internal combustion engine 50 can transmit torque to the motor 60 through the internal combustion engine transmission assembly 10 to realize power generation of the motor and then charge the battery. When the engaging sleeve engages and locks with the second engaging gear ring, the motor transmission assembly 20 is in driving connection with the wheel transmission assembly 30. When the motor 60 starts to operate, the output torque of the motor 60 can be transmitted to the wheel through the wheel transmission assembly 30 to drive the vehicle to travel. When the engaging sleeve does not engage with either the first engaging gear ring or the second engaging gear ring, the internal combustion engine transmission assembly 10, the motor transmission assembly 20, and the wheel transmission assembly 30 are completely decoupled, and the transmission mechanism has no torque output and does not generate electricity. Through the synchronizer 40, the driving connection conditions of each transmission assembly can be switched to meet the transmission requirements of the transmission mechanism. The synchronizer 40 has a fast response speed and high switching efficiency when switching between different working modes, which can improve the driving experience of users.

[0049] Further, please continue to refer to Figure 1 , the internal combustion engine transmission assembly 10 includes a first output shaft 11, and the first engaging gear ring is rotatably and fixedly connected to the first output shaft 11. The motor transmission assembly 20 includes a second output shaft 22, and the second engaging gear ring is rotatably sleeved on the second output shaft 22 through a bearing.

[0050] In this case, the spline hub of the synchronizer is arranged on the second output shaft 22 of the motor transmission assembly 20 in a rotationally fixed manner, and the engaging sleeve of the synchronizer 40 is axially movable on the spline hub.

[0051] It should be noted that for the engagement gear sleeve to be locked with the first engagement gear ring or the second engagement gear ring, the rotational speeds of the engagement gear ring and the engagement gear sleeve need to be the same. When their rotational speeds are the same, the engagement gear sleeve is axially moved so that the internal splines of the engagement gear sleeve slide into the external splines of the engagement gear ring and mesh with it to achieve locking.

[0052] Furthermore, the motor drive assembly 20 includes an input shaft 21, and the input shaft 21 and the second output shaft 22 are drivingly connected through a reduction gear set 23. The reduction gear set 23 is used to reduce the rotational speed of the motor 60 and increase the output torque. In some cases, the motor drive assembly 20 may only include the second output shaft 22 directly connected to the motor 60 without including the reduction gear set 23.

[0053] In this embodiment, the reduction gear set only includes one planetary gear mechanism. In other embodiments, it may also include a multi-gear transmission mechanism composed of multiple planetary gear mechanisms, and different transmission speed ratios are formed by combining different components of the planetary gear mechanism.

[0054] Furthermore, please continue to refer to Figure 1 , the wheel drive assembly 30 includes a gear 31 rotatably sleeved on the second output shaft 22 of the motor drive assembly 20, and the second engagement gear ring is drivingly connected to the gear 31 or integrally formed with the gear 31. The wheel drive assembly 30 further includes a differential 32 and half shafts 33. The differential 32 includes a driven gear 321 and half shaft gears 322. The driven gear 321 is drivingly connected to the gear 31, and the half shaft gears 322 are connected to the wheels through the half shafts 33. The differential 32 rotates the half shafts 33 at different speeds to ensure power transmission under various motion conditions and prevent the wheels from slipping on the ground.

[0055] In the embodiment of the present utility model, the wheel drive assembly 30 further includes an idler gear 34, and the idler gear 34 meshes with the gear 31 and the driven gear 321 of the differential 32. After the engagement gear sleeve is locked with the second engagement gear ring, the second output shaft 22 rotates, correspondingly driving the second engagement gear ring and the gear 31 to rotate. The gear 31 further transmits the torque to the idler gear 34, and the idler gear 34 transmits the torque to the half shaft gears 322 through the driven gear 321. The half shaft gears 322 output the torque to the wheels through the half shafts 33 to drive the wheels to rotate, realizing the motor-driven vehicle to travel. It should be noted that the gear 31 rotatably sleeved on the second output shaft 22 of the motor drive assembly 20 can directly mesh with the driven gear 321 of the differential 32, or additional reduction gears can be provided between the gear 31 and the driven gear 321 as needed.

[0056] As Figure 1As shown, in some embodiments, the internal combustion engine transmission assembly 10 further includes a torque damper 12. The torque damper 12 is disposed between the internal combustion engine 50 and the first engagement gear ring, playing a role in buffering and damping, reducing the vibration during the power transmission of the internal combustion engine 50, and ensuring the smoothness of power transmission. The torque damper 12 can be regarded as a part of the first output shaft of the internal combustion engine transmission assembly. The first engagement gear ring can be formed on the torque damper.

[0057] Further, the transmission mechanism further includes a shift fork mechanism for the synchronizer. The shift fork mechanism includes a shift fork. One end of the shift fork is fixedly connected to the engagement sleeve. The shift fork drives the engagement sleeve to engage and lock with the first engagement gear ring, and the shift fork drives the engagement sleeve to engage and lock with the second engagement gear ring.

[0058] Further, the transmission mechanism further includes a driving mechanism that drives the shift fork to move in a first direction.

[0059] The embodiment of the present utility model also provides a range extender for a hybrid power system of a vehicle, including the above-mentioned transmission mechanism and a motor 60. The motor 60 is in transmission connection with the motor transmission assembly 20. The electric energy generated by the range extender can charge the battery and can provide additional electric energy to increase the driving range of the electric vehicle.

[0060] Further, the embodiment of the present utility model also provides a hybrid power system for a vehicle, including the above-mentioned range extender and an internal combustion engine 50. The internal combustion engine 50 is in transmission connection with the internal combustion engine transmission assembly 10 of the transmission mechanism of the range extender.

[0061] The above-mentioned first working mode is a power generation working mode. Specifically, when the first working mode is running, the engagement sleeve of the synchronizer engages and locks with the first engagement gear ring, the internal combustion engine transmission assembly 10 is coupled with the motor transmission assembly 20, and the internal combustion engine 50 drives the motor 60 to rotate. At this time, the motor 60 can be used as a generator to charge the battery and improve the stored power of the battery. At this time, both the internal combustion engine transmission assembly 10 and the motor transmission assembly 20 are decoupled from the wheel transmission assembly 30. In addition, when the engagement sleeve of the synchronizer engages and locks with the first engagement gear ring, the motor 60 can be used to start the internal combustion engine.

[0062] The above-mentioned second working mode is a decoupling working mode. Specifically, when the second working mode is running, the engagement sleeve of the synchronizer does not engage with the first engagement gear ring and does not engage with the second engagement gear ring. At this time, the internal combustion engine transmission assembly 10, the motor transmission assembly 20, and the wheel transmission assembly 30 are completely decoupled.

[0063] The above-mentioned third working mode is a pure electric drive mode. Specifically, when the third working mode is running, the engaging sleeve of the synchronizer engages and locks with the second engaging gear ring, and the motor drive assembly 20 is coupled with the wheel drive assembly 30, so that the power of the motor 60 is transmitted to the wheels via the motor drive assembly 20 and the wheel drive assembly 30 to drive the rotation of the vehicle wheels. At this time, both the motor drive assembly 20 and the wheel drive assembly 30 are decoupled from the internal combustion engine drive assembly 10. In addition, when the engaging sleeve of the synchronizer engages and locks with the second engaging gear ring, the vehicle can be braked by using the motor 60.

[0064] Furthermore, an introduction is also provided to a driving method for a hybrid power system for a vehicle according to an embodiment of the present invention, as Figure 2 shown, the driving method includes the following steps:

[0065] S100: Receive a control instruction;

[0066] S200: Control the hybrid power system according to the working mode indicated by the control instruction, where the working mode is the first working mode, the second working mode, and the third working mode.

[0067] Specifically, in some embodiments, when the working mode indicated by the received control instruction is the first working mode, it includes the following steps:

[0068] Detect the current working state of the hybrid power system;

[0069] When it is detected that the hybrid power system is in the second working mode and the motor is not running, control the engaging sleeve to engage and lock with the first engaging gear ring, and control the internal combustion engine 50 to run;

[0070] When it is detected that the hybrid power system is in the third working mode, control the motor 60 to enter the active short-circuit mode, then control the engaging sleeve to engage and lock with the first engaging gear ring, and control the internal combustion engine 50 to run.

[0071] It should be noted that since the synchronizer 40 needs to be locked when the rotational speeds of the engaging gear ring and the engaging sleeve are the same, by controlling the motor 60 to enter the active short-circuit mode, the rotational speed of the second output shaft 22 is reduced, so that the engaging sleeve on the first output shaft 11 with a low rotational speed can smoothly engage and lock with the first engaging gear ring on the second output shaft 22 with a low rotational speed.

[0072] In some embodiments, when the working mode indicated by the received control instruction is the second working mode, it includes the following steps:

[0073] Detect the current working state of the hybrid power system;

[0074] When it is detected that the hybrid power system is in the first working mode, the internal combustion engine 50 is turned off, and the engaging sleeve is unlocked from the first engaging gear ring;

[0075] When it is detected that the hybrid power system is in the third working mode, the engaging sleeve is controlled to be unlocked from the second engaging gear ring.

[0076] In some embodiments, when the working mode indicated by the received control instruction is the third working mode, the following steps are included:

[0077] Detect the current working state of the hybrid power system;

[0078] When it is detected that the hybrid power system is in the first working mode, the internal combustion engine 50 is turned off, the engaging sleeve is unlocked from the first engaging gear ring, then the engaging sleeve is controlled to engage and lock with the second engaging gear ring, and then the motor 60 is turned on;

[0079] When it is detected that the hybrid power system is in the second working mode, the engaging sleeve is controlled to engage and lock with the second engaging gear ring.

[0080] The embodiment of the present invention also provides a vehicle, including the hybrid power system as described above. The vehicle provided by the embodiment of the present invention can achieve all the technical effects of the above hybrid power system, which will not be elaborated here.

[0081] Furthermore, an extender or a vehicle including the above transmission mechanism has a controller for controlling the axial movement of the engaging sleeve in different transmission demand modes to achieve the transmission connection of different transmission components.

[0082] To sum up, the hybrid power system, its transmission mechanism, extender and vehicle provided by the present invention have the following advantages:

[0083] After the synchronizer engages and locks with the first engaging gear ring, the internal combustion engine transmission component and the motor transmission component are transmission-connected, and the internal combustion engine drives the motor to generate electricity, and then charges the battery, improving the endurance of the vehicle; when the engaging sleeve is not locked with the first engaging gear ring and the second engaging gear ring, the internal combustion engine transmission component, the motor transmission component and the wheel transmission component are completely decoupled, the power system has no power output and does not generate electricity; when the engaging sleeve engages and locks with the second engaging gear ring, the motor transmission component is transmission-connected with the wheels, and the motor drives the vehicle to travel. By switching the transmission connection of each transmission component through the engagement of the synchronizer with each transmission component, different transmission demands can be achieved, and the response speed is fast, the smoothness is high, and the driving experience of the user is improved.

[0084] The above content is a further detailed description of the present utility model in combination with specific preferred embodiments. It cannot be determined that the specific implementation of the present utility model is only limited to these descriptions. For those of ordinary skill in the technical field to which the present utility model pertains, without departing from the concept of the present utility model, several simple deductions or substitutions can still be made, and all should be regarded as belonging to the protection scope of the present utility model.

Claims

1. A transmission mechanism for a hybrid power system of a vehicle, characterized in that, Comprising: An internal combustion engine transmission assembly for drivingly connecting with an internal combustion engine; An electric motor transmission assembly for drivingly connecting with an electric motor; A wheel transmission assembly for drivingly connecting with a wheel; A synchronizer including a synchromesh sleeve disposed on the electric motor transmission assembly, a first synchromesh ring disposed on the internal combustion engine transmission assembly, and a second synchromesh ring disposed on the wheel transmission assembly; In a first operating mode, the synchromesh sleeve of the synchronizer engages and locks with the first synchromesh ring; In a second operating mode, the synchromesh sleeve of the synchronizer does not engage with the first synchromesh ring and does not engage with the second synchromesh ring; In a third operating mode, the synchromesh sleeve of the synchronizer engages and locks with the second synchromesh ring.

2. The transmission mechanism according to claim 1, characterized in that, The internal combustion engine transmission assembly includes a first output shaft, and the first synchromesh ring is fixedly connected to the first output shaft; the electric motor transmission assembly includes a second output shaft, and the second synchromesh ring is rotatably sleeved on the second output shaft through a bearing.

3. The transmission mechanism according to claim 2, wherein, The electric motor transmission assembly further includes an input shaft, and the input shaft and the second output shaft are drivingly connected through a reduction gear set.

4. The transmission mechanism according to claim 3, characterized in that, The reduction gear set includes a planetary gear mechanism.

5. The transmission mechanism according to claim 1, wherein The wheel transmission assembly includes a gear rotatably sleeved on the second output shaft of the electric motor transmission assembly, and the second synchromesh ring is drivingly connected to the gear or integrally formed with the gear; the wheel transmission assembly further includes a differential and a half shaft, the differential includes a driven gear and a half shaft gear, the driven gear is drivingly connected to the gear, and the half shaft gear is connected to the wheel through the half shaft.

6. The transmission mechanism according to claim 1, wherein, The internal combustion engine transmission assembly includes a torque damper disposed between the internal combustion engine and the first synchromesh ring.

7. The transmission mechanism according to claim 2, wherein Further included is a shift fork mechanism for the synchronizer, the shift fork mechanism includes a shift fork, one end of the shift fork is fixedly connected to the synchromesh sleeve, the shift fork drives the synchromesh sleeve to engage and lock with the first synchromesh ring, and the shift fork drives the synchromesh sleeve to engage and lock with the second synchromesh ring.

8. The transmission mechanism according to claim 7, characterized in that, Further included is a driving mechanism for driving the shift fork to move in a first direction.

9. An extender for a hybrid power system of a vehicle, characterized in that, The range extender includes: The transmission mechanism according to any one of claims 1 to 8, and An electric motor drivingly connected to the electric motor transmission assembly of the transmission mechanism.

10. A hybrid power system for a vehicle, characterized in that, Comprising: The range extender according to claim 9, and An internal combustion engine drivingly connected to the internal combustion engine transmission assembly of the transmission mechanism of the range extender.

11. A vehicle, characterized in that, Including the hybrid power system according to claim 10.

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