Hybrid power system of motorcycle

Abstract

The utility model discloses a hybrid power system of a motorcycle, which comprises an engine, one end of a crankshaft component of the engine is connected with a clutch, the other end of the crankshaft component of the engine is connected with a starting and starting integrated motor, and a driven disc of the clutch is in transmission connection with a driving motor. An output shaft of the driving motor is in transmission connection with a rear wheel of the motorcycle through a speed reducer gear shaft assembly, and the starting and starting integrated motor and the driving motor are electrically connected with the storage battery. The utility model has the advantages that one end of the crankshaft component is connected with the clutch, the other end of the crankshaft component is connected with the starting integrated motor, the clutch, the crankshaft and the starting integrated motor are coaxially arranged, the structure is compact and reasonable, and the speed reducer gear shaft component in transmission connection with the rear wheel of the motorcycle is connected with the driving motor; according to the hybrid power system, the motorcycle has multiple modes through separation and reunion of the clutch, the power performance can be improved, and the purposes of energy conservation and emission reduction are achieved.

Description

Technical Field

[0001] The utility model relates to the technical field of motorcycle manufacturing, and particularly relates to a hybrid power system of a motorcycle. Background Art

[0002] In common motorcycle drive technologies, pure electric drive or pure fuel-powered continuously variable transmission is mostly used. However, motorcycles with pure electric drive have the disadvantages of short cruising range, frequent charging, long charging time, short battery life, and high replacement cost; and limited by battery technology, these defects have not been effectively overcome. Pure fuel-powered continuously variable transmission has the disadvantages of low transmission efficiency, high fuel consumption, and weak power performance; currently, each main engine factory has upgraded the power performance of fuel-powered continuously variable transmission motorcycles by improving the transmission accuracy of the clutch and controlling the effectiveness of thermal management. Although the overall emissions, fuel consumption, power, etc. have been improved to a certain extent, the improvement amplitude is very limited, and due to the limitation of the mechanical structure, defects such as low transmission efficiency, high fuel consumption, and low power still cannot be effectively solved.

[0003] The hybrid power system has been maturely applied in automobiles. To solve the above defects, it is necessary to develop a hybrid power system applicable to motorcycles. For example, the application number is: 202222399748.6, and the name is "An oil-electric hybrid power structure for motorcycles", which includes a left cover plate and a right cover plate. The left cover plate and the right cover plate are connected to form a housing. One side of the housing is provided with an engine power system and a motor drive system, and the other side of the housing is provided with a tire transmission shaft. The engine power system and the motor drive system are connected to the tire transmission shaft through a gear set. The gear set is located inside the housing. The electric drive system is externally connected to a storage battery. When the engine power system works, while driving the tire transmission shaft to rotate, it is connected to a power generation system to charge the storage battery; when the engine power system stops working, the electric drive system connected to the storage battery drives the tire transmission shaft to rotate. However, its engine power system and motor drive system are always connected to the tire transmission shaft. When the motor drives, due to the connection of the engine power system, it will instead generate resistance to the rotation of the tire transmission shaft, greatly wasting the output of the motor. Therefore, this oil-electric hybrid power structure needs to be further improved. Content of the Utility Model

[0004] The purpose of the utility model is to make up for the above deficiencies and disclose to the society a hybrid power system of a motorcycle with a compact and reasonable structure, which can achieve the purpose of energy conservation and emission reduction and improve the power performance.

[0005] The technical solution of the utility model is realized as follows:

[0006] A hybrid power system for a motorcycle, comprising an engine. One end of the crankshaft assembly of the engine is connected to a clutch, and the other end is connected to an integrated starting and generating motor. The driven disc of the clutch is in transmission connection with a drive motor. The output shaft of the drive motor is in transmission connection with the rear wheel of the motorcycle through a reducer gear shaft assembly. The integrated starting and generating motor and the drive motor are electrically connected to a storage battery.

[0007] Measures to further optimize this technical solution are as follows:

[0008] As an improvement, the clutch is an electromagnetic clutch, which includes a coil disc assembly that generates electromagnetic force after being energized, a driving disc, and a driven disc. The driving disc and the driven disc are in a clutch engagement. The driving disc is axially movably assembled on the crankshaft assembly of the engine, and an elastic member is arranged between the driving disc and the driven disc.

[0009] As an improvement, a push ring assembly is arranged inside the coil disc assembly. The push ring assembly includes a push ring inner ring and a push ring outer ring, and the push ring outer ring is arranged outside the push ring inner ring.

[0010] As an improvement, the integrated starting and generating motor includes a rotor and a stator, and a resolver is arranged on the stator.

[0011] As an improvement, the reducer gear shaft assembly includes a rear transmission input gear shaft, a rear transmission output gear shaft, and an intermediate transmission shaft. A first gear is arranged on the rear transmission input gear shaft, a second gear and a third gear are coaxially arranged on the intermediate transmission shaft, and a fourth gear is arranged on the rear transmission output gear shaft. The first gear meshes with the second gear, and the third gear meshes with the fourth gear.

[0012] As an improvement, the first gear, the second gear, the third gear, and the fourth gear are helical gears. Using helical gear transmission, the operation is stable and the operation noise is small.

[0013] As an improvement, the output shaft of the drive motor is connected to the rear transmission input gear shaft of the reducer gear shaft assembly. The rear transmission input gear shaft is in transmission connection with the rear transmission output gear shaft, and the rear transmission output gear shaft is connected to the rear wheel of the motorcycle.

[0014] As an improvement, the output shaft of the drive motor is connected to the rear transmission input gear shaft through a spline.

[0015] As an improvement, a drive sprocket is connected to the driven disc of the clutch, a drive rear sprocket is connected to the output shaft of the drive motor, and a chain is arranged between the drive rear sprocket and the drive sprocket.

[0016] As an improvement, the reducer gear shaft assembly includes an intermediate gear shaft and an output gear shaft. A first intermediate gear and a second intermediate gear are arranged on the intermediate gear shaft. An output gear and an output sprocket are arranged on the output gear shaft. A clutch drive gear is connected to the driven disc of the clutch. A drive motor gear is arranged on the output shaft of the drive motor. The clutch drive gear meshes with the first intermediate gear. The drive motor gear meshes with the second intermediate gear. The second intermediate gear is connected to the output gear. The output sprocket is in transmission connection with the motorcycle rear wheel.

[0017] The advantages of the present utility model compared with the prior art are as follows:

[0018] For a hybrid power system of a motorcycle of the present utility model, a clutch is connected to one end of the crankshaft assembly, and a starting and generating integrated motor is connected to the other end. The clutch, the crankshaft, and the starting and generating integrated motor are coaxially arranged, with a compact and reasonable structure. A drive motor is connected to the reducer gear shaft assembly that is in transmission connection with the motorcycle rear wheel. For this hybrid power system, through the engagement and disengagement of the clutch, the motorcycle has multiple modes (pure electric mode, hybrid mode, range extender mode, energy recovery mode, engine direct drive mode, reverse mode), which can improve the power performance, achieve the power performance of small displacement reaching medium displacement and medium displacement reaching large displacement, and achieve the purpose of energy conservation and emission reduction. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 is a schematic structural diagram of Embodiment 1 of the present utility model;

[0020] Figure 2 is Figure 1 a schematic structural diagram of the clutch part in

[0021] Figure 3 is Figure 2 an enlarged view of Part A in

[0022] Figure 4 is Figure 1 a schematic structural diagram of the reducer gear shaft assembly in

[0023] Figure 5 is a side view of Embodiment 1 of the present utility model;

[0024] Figure 6 is a schematic structural diagram of Embodiment 2 of the present utility model;

[0025] Figure 7 is a side view of Embodiment 2 of the present utility model.

[0026] Reference numerals: engine 1, crankshaft assembly 11, clutch 2, coil disc assembly 21, driving disc 22, driven disc 23, clutch drive gear 23a, elastic member 24, inner push ring 25a, outer push ring 25b, integrated starting and generating motor 3, rotor 31, stator 32, resolver 33, drive motor 4, output shaft 41, drive motor gear 41a, rear drive input gear shaft 51, first gear 51a, rear drive output gear shaft 52, fourth gear 52a, intermediate transmission shaft 53, second gear 53a, third gear 53b, intermediate gear shaft 54, first intermediate gear 54a, second intermediate gear 54b, output gear shaft 55, output gear 55a, output sprocket 55b, chain 6, drive sprocket 61, driven rear sprocket 62. Detailed implementation mode

[0027] The present utility model will be further described in detail below with reference to the accompanying drawings:

[0028] The following description is used to disclose the present utility model so that those skilled in the art can implement the present utility model. The preferred embodiments described below are only examples, and those skilled in the art can think of other obvious deformations. The basic principles defined in the following description of the present utility model can be used in other implementation schemes, deformation schemes, improvement schemes, equivalent schemes, and other technical schemes without departing from the spirit and scope of the present utility model.

[0029] Those skilled in the art should understand that in the disclosure of the present utility model, the terms "longitudinal", "transverse", "upper", "lower", "left", "right", "front", "rear", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. indicate the orientation or position based on the orientation or position relationship shown in the drawings. It is only for the convenience of describing the present utility model and is a simplified description, rather than indicating or implying that the device or component referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, the above terms should not be construed as limitations on the present utility model.

[0030] It can be understood that the term "a" should be understood as "at least one" or "one or more". That is, in one embodiment, the number of an element can be one, while in other embodiments, the number of the element can be multiple. The term "a" should not be construed as a limitation on the number.

[0031] Embodiment 1, as Figures 1 to 5As shown in the figure, a hybrid power system for a motorcycle includes an engine 1. One end of the crankshaft assembly 11 of the engine 1 is connected to a clutch 2, and the other end is connected to a combined starting and generating motor 3. The driven disk 23 of the clutch 2 is in transmission connection with a drive motor 4. The output shaft 41 of the drive motor 4 is in transmission connection with the rear wheel of the motorcycle through a speed reducer gear shaft assembly. The combined starting and generating motor 3 and the drive motor 4 are electrically connected to a storage battery.

[0032] The clutch 2 is an electromagnetic clutch. The electromagnetic clutch includes a coil disk assembly 21 that generates electromagnetic force after being energized, a driving disk 22, and a driven disk 23. The driving disk 22 and the driven disk 23 are in clutch cooperation. The driving disk 22 is axially movably assembled on the crankshaft assembly 11 of the engine 1. An elastic member 24 is arranged between the driving disk 22 and the driven disk 23. The elastic member 24 is preferably a spring.

[0033] A push ring assembly is arranged inside the coil disk assembly 21. The push ring assembly includes a push ring inner ring 25a and a push ring outer ring 25b. The push ring outer ring 25b is arranged outside the push ring inner ring 25a.

[0034] When the coil disk assembly 21 is energized, electromagnetic force is generated, overcoming the elastic force of the spring to push the driving disk 22 towards the driven disk 23, so that the driving disk 22 and the driven disk 23 are combined to achieve connection. When the coil disk assembly 21 is de-energized, the electromagnetic force disappears, and under the action of the elastic force of the spring, the driving disk 22 resets, and the driving disk 22 and the driven disk 23 are separated.

[0035] The combined starting and generating motor 3 includes a rotor 31 and a stator 32. A resolver 33 is arranged on the stator 32.

[0036] In this embodiment, the speed reducer gear shaft assembly includes a rear transmission input gear shaft 51, a rear transmission output gear shaft 52, and an intermediate transmission shaft 53. A first gear 51a is arranged on the rear transmission input gear shaft 51. A second gear 53a and a third gear 53b are coaxially arranged on the intermediate transmission shaft 53. A fourth gear 52a is arranged on the rear transmission output gear shaft 52. The first gear 51a meshes with the second gear 53a, and the third gear 53b meshes with the fourth gear 52a.

[0037] The first gear 51a, the second gear 53a, the third gear 53b, and the fourth gear 52a are helical gears.

[0038] The speed reducer gear shaft assembly of the present utility model adopts a two-stage transmission structure, which is compact in structure. With helical gear transmission cooperation, it runs smoothly and has low running noise.

[0039] The output shaft 41 of the driving motor 4 is connected to the rear transmission input gear shaft 51 of the reducer gear shaft assembly. The rear transmission input gear shaft 51 is in transmission connection with the rear transmission output gear shaft 52, and the rear transmission output gear shaft 52 is connected to the motorcycle rear wheel.

[0040] The output shaft 41 of the driving motor 4 is connected to the rear transmission input gear shaft 51 through a spline.

[0041] A driving sprocket 61 is connected to the driven disk 23 of the clutch 2, a driving rear sprocket 62 is connected to the output shaft 41 of the driving motor 4, and a chain 6 is arranged between the driving rear sprocket 62 and the driving sprocket 61.

[0042] The hybrid power system in this embodiment is applicable to a scooter.

[0043] In the hybrid power system of the motorcycle of the present utility model, a clutch 2 is connected to one end of the crankshaft assembly 11 of the engine 1, and a starting and generating integrated motor 3 is connected to the other end of the crankshaft assembly 11 of the engine 1. The clutch 2, the crankshaft, and the starting and generating integrated motor 3 are coaxially arranged, with a compact structure and stable operation. A driving motor 4 is also arranged in this hybrid power system. The clutch cooperation among the starting and generating integrated motor 3, the driving motor 4, and the clutch 2 enables this hybrid power system to have multiple modes.

[0044] (1) Pure electric mode: When the battery has sufficient power and the vehicle speed is not high, the clutch 2 is disengaged at this time, and only the driving motor 4 drives the vehicle, that is, the pure electric mode. This mode is mainly used when the vehicle starts or drives in low-speed following. Power transmission path: The driving motor 4 starts - the reducer gear shaft assembly - the rear transmission output gear shaft 52 - drives the motorcycle rear wheel to rotate.

[0045] (2) Hybrid mode: When the vehicle is driving at high speed or accelerating rapidly or overtaking, the clutch 2 is engaged, and the driving motor 4 and the engine 1 jointly drive the vehicle, that is, the hybrid mode. Power transmission path: The engine 1 starts - the clutch 2 - the driving sprocket 61 - the chain 6 - the driving rear sprocket 62 - the reducer gear shaft assembly - the rear transmission output gear shaft 52 - drives the motorcycle rear wheel to rotate. At the same time, the driving motor 4 starts - the reducer gear shaft assembly - the rear transmission output gear shaft 52 - drives the motorcycle rear wheel to rotate.

[0046] (3) Range extender mode: When the vehicle speed is not high in congested urban sections and the battery power is low, the clutch 2 is disengaged, the engine 1 drives the starting and generating integrated motor 3 to generate electricity, and then drives the vehicle through the driving motor 4. At the same time, the excess electricity is charged to the battery. Power transmission path: The engine 1 starts to drive the starting and generating integrated motor 3 to generate electricity - the driving motor 4 - the reducer gear shaft assembly - the rear transmission output gear shaft 52 - drives the motorcycle rear wheel to rotate.

[0047] (4) Energy recovery mode: When the vehicle brakes or coasts, the clutch 2 disengages, and the drive motor 4 generates electricity for energy recovery. Power transmission path: The rear wheel of the motorcycle rotates - the rear transmission output gear shaft 52 - the reducer gear shaft assembly - the drive motor 4 generates electricity to charge the battery.

[0048] (5) Engine direct drive mode: When driving at high speed over a long distance, the engine 1 can operate in the high-efficiency zone for a long time. The clutch engages, and the vehicle is directly driven by the engine 1. Power transmission path: The engine 1 starts - the clutch 2 - the drive sprocket 61 - the chain 6 - the driven rear sprocket 62 - the reducer gear shaft assembly - the rear transmission output gear shaft 52 - drives the rear wheel of the motorcycle to rotate.

[0049] (6) Reverse mode: When the battery is fully charged, the clutch 2 disengages at this time. Only the drive motor 4 drives the vehicle and the motor rotates in reverse, that is, the reverse mode. The reverse speed in this mode is less than 10 km / h. Power transmission path: The drive motor 4 starts - the reducer gear shaft assembly - the rear transmission output gear shaft 52 - drives the rear wheel of the motorcycle to rotate.

[0050] Embodiment 2, as Figure 6 and Figure 7 shown, the hybrid power system in this embodiment is similar to that in Embodiment 1. The difference is that in this embodiment, the reducer gear shaft assembly includes an intermediate gear shaft 54 and an output gear shaft 55. A first intermediate gear 54a and a second intermediate gear 54b are arranged on the intermediate gear shaft 54. An output gear 55a and an output sprocket 55b are arranged on the output gear shaft 55. A clutch drive gear 23a is connected to the driven disc 23 of the clutch 2. A drive motor gear 41a is arranged on the output shaft 41 of the drive motor 4; the clutch drive gear 23a meshes with the first intermediate gear 54a, the drive motor gear 41a meshes with the second intermediate gear 54b, the second intermediate gear 54b is connected to the output gear 55a, and the output sprocket 55b is in transmission connection with the rear wheel of the motorcycle.

[0051] The hybrid power system in this embodiment is applicable to a cross-riding motorcycle. By the clutch engagement and disengagement of the clutch 2, and the start control of the integrated starter-generator 3 and the drive motor 4, the switching between the pure electric mode, the hybrid mode, the range extender mode, the energy recovery mode, the engine direct drive mode, and the reverse mode can also be achieved.

[0052] The above are only the preferred embodiments of the present invention, and do not limit the implementation manners and protection scope of the present invention. For those skilled in the art, it should be able to realize that all the equivalent replacements and obvious changes made by using the description and illustrations of the present invention should be included in the protection scope of the present invention.

Claims

1. A hybrid power system for a motorcycle, comprising an engine (1), characterized in that: One end of the crankshaft assembly (11) of the described engine (1) is connected to a clutch (2), and the other end is connected to a starter-generator (3). The driven disk (23) of the clutch (2) is in transmission connection with a drive motor (4). The output shaft (41) of the drive motor (4) is in transmission connection with the rear wheel of the motorcycle through a reducer gear shaft assembly. The starter-generator (3) and the drive motor (4) are electrically connected to a storage battery.

2. The hybrid power system of a motorcycle according to claim 1, characterized in that: The clutch (2) is an electromagnetic clutch. The electromagnetic clutch includes a coil disk assembly (21) that generates electromagnetic force after being energized, a driving disk (22), and a driven disk (23). The driving disk (22) and the driven disk (23) are in clutch cooperation. The driving disk (22) is axially movably assembled on the crankshaft assembly (11) of the engine (1). An elastic member (24) is provided between the driving disk (22) and the driven disk (23).

3. The hybrid power system of a motorcycle according to claim 2, characterized in that: A push ring assembly is provided inside the coil disk assembly (21). The push ring assembly includes a push ring inner ring (25a) and a push ring outer ring (25b). The push ring outer ring (25b) is provided outside the push ring inner ring (25a).

4. A hybrid power system for a motorcycle according to claim 3, characterized in that: The starter-generator (3) includes a rotor (31) and a stator (32). A resolver (33) is provided on the stator (32).

5. The hybrid power system of a motorcycle according to claim 4, characterized in that: The reducer gear shaft assembly includes a rear drive input gear shaft (51), a rear drive output gear shaft (52), and an intermediate transmission shaft (53). A first gear (51a) is provided on the rear drive input gear shaft (51). A second gear (53a) and a third gear (53b) are coaxially provided on the intermediate transmission shaft (53). A fourth gear (52a) is provided on the rear drive output gear shaft (52). The first gear (51a) meshes with the second gear (53a), and the third gear (53b) meshes with the fourth gear (52a).

6. The hybrid power system of a motorcycle according to claim 5, characterized in that: The first gear (51a), the second gear (53a), the third gear (53b), and the fourth gear (52a) are helical gears.

7. A hybrid power system for a motorcycle according to claim 6, characterized in that: The output shaft (41) of the drive motor (4) is connected to the rear drive input gear shaft (51) of the reducer gear shaft assembly. The rear drive input gear shaft (51) is in transmission connection with the rear drive output gear shaft (52). The rear drive output gear shaft (52) is connected to the rear wheel of the motorcycle.

8. The hybrid power system of a motorcycle according to claim 7, wherein: The output shaft (41) of the drive motor (4) is connected to the rear drive input gear shaft (51) through a spline.

9. The hybrid power system of a motorcycle according to claim 8, characterized in that: A drive sprocket (61) is connected to the driven disk (23) of the clutch (2). A drive rear sprocket (62) is connected to the output shaft (41) of the drive motor (4). A chain (6) is provided between the drive rear sprocket (62) and the drive sprocket (61).

10. A hybrid power system for a motorcycle according to claim 4, characterized in that: The described speed reducer gear shaft assembly includes an intermediate gear shaft (54) and an output gear shaft (55). A first intermediate gear (54a) and a second intermediate gear (54b) are provided on the intermediate gear shaft (54). An output gear (55a) and an output sprocket (55b) are provided on the output gear shaft (55). A clutch drive gear (23a) is connected to the driven disk (23) of the clutch (2). A drive motor gear (41a) is provided on the output shaft (41) of the drive motor (4); the clutch drive gear (23a) meshes with the first intermediate gear (54a), the drive motor gear (41a) meshes with the second intermediate gear (54b), the second intermediate gear (54b) is connected to the output gear (55a), and the output sprocket (55b) is in transmission connection with the motorcycle rear wheel.

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