Engine two-gear hybrid power system with motor disengagement function

Abstract

The utility model relates to the technical field of new energy automobile hybrid power systems, in particular to an engine two-gear hybrid power system with a motor disengagement function, which comprises an output shaft suitable for outputting power. The first intermediate shaft is connected with the output shaft through a first gear set; the driving motor is provided with a driving shaft, and the driving shaft is connected with the first intermediate shaft through a second gear set; the engine is provided with a first input shaft, and the first input shaft is connected with the first intermediate shaft through a first clutch. The generator is provided with a second input shaft, and the second input shaft is connected with the first intermediate shaft through a second clutch. By adopting the first clutch and the second clutch, the driving motor and the output shaft can be disconnected with the engine, so that the speed ratio of pure electric driving is larger, the input torque of driving of the driving motor is ensured, the dynamic property of the whole vehicle is improved, the driving motor is not influenced by counter electromotive force any more, and the working efficiency of the whole box is improved; the engine has a two-gear mode, and torque output and dynamic property of the whole vehicle are guaranteed when the engine works.

Description

Technical Field

[0001] The utility model relates to the technical field of hybrid power systems for new energy vehicles, and in particular to a two-speed hybrid power system of an engine with motor disengagement. Background Art

[0002] Because the existing hybrid power system of light commercial vehicles has a fixed connection between the motor and the wheels, the following problems arise: 1. The drive motor has a large back electromotive force and low efficiency; 2. Due to the limitation of the maximum speed of the drive motor, the speed ratio of the TM pure electric drive cannot be too large, resulting in limited wheel-end output torque; 3. The engine output is a single gear, resulting in insufficient acceleration capability, and the acceleration performance of the entire vehicle cannot be guaranteed at medium speeds. Utility Model Content

[0003] The technical problem to be solved by the present invention is: in order to solve the technical problems in the prior art, the present invention provides an engine two-speed hybrid power system with motor disengagement, which better solves the above-mentioned problems by adding an electromagnetic clutch and two engine gears.

[0004] The technical solution adopted by the utility model to solve its technical problems is: a two-speed hybrid power system of an engine with motor disengagement, comprising an output shaft, which is suitable for outputting power; a first intermediate shaft, which is connected to the output shaft through a first gear set to realize power transmission between the first intermediate shaft and the output shaft; a drive motor, which has a drive shaft, which is connected to the first intermediate shaft through a second gear set to realize power transmission between the drive shaft and the first intermediate shaft; an engine, which has a first input shaft, which is connected to the first intermediate shaft through a first clutch to control the coupling or disengagement of the first input shaft and the first intermediate shaft; a generator, which has a second input shaft, which is connected to the first intermediate shaft through a second clutch to control the coupling or disengagement of the second input shaft and the first intermediate shaft.

[0005] The utility model provides a two-speed hybrid power system of an engine with motor disengagement, which adopts a first clutch to control the coupling or disengagement of the first input shaft and the first intermediate shaft, thereby enabling the drive motor and the output shaft to be disconnected from the engine, so that the speed ratio of the pure electric drive is larger, ensuring the input torque when the drive motor is driven, improving the power of the whole vehicle, and ensuring the acceleration performance of the whole vehicle in the medium-speed stage, while also making the drive motor no longer affected by the back electromotive force, thereby improving the working efficiency of the whole box; the second input shaft is coupled or disengaged with the first intermediate shaft by the second clutch, so that the engine has a two-speed mode, ensuring the torque output and power of the whole vehicle when the engine is working, and the first clutch and the second clutch are used in the same hybrid architecture, thereby improving the performance of the whole vehicle.

[0006] Furthermore, the two-speed hybrid power system with motor disengagement has a pure electric drive mode, a series drive mode and a hybrid drive mode, and the first clutch and the second clutch control the two-speed hybrid power system with motor disengagement to switch between the pure electric drive mode, the series drive mode and the hybrid drive mode.

[0007] Furthermore, when the two-speed hybrid power system with the engine disengaged from the motor is in a pure electric drive mode, the first clutch and the second clutch are both in a disengaged state.

[0008] Furthermore, when the two-speed hybrid power system with the engine and motor disengaged is in a series drive mode, the first clutch is in a coupled state and the second clutch is in a disengaged state.

[0009] Furthermore, when the two-speed hybrid power system with the engine disengaged from the motor is in the hybrid drive mode, the first clutch and the second clutch are both in a decoupled state.

[0010] Furthermore, it also includes a second intermediate shaft, the first input shaft is connected to the second intermediate shaft through a third gear set to realize power transmission between the first input shaft and the second intermediate shaft, and the second intermediate shaft is connected to the first intermediate shaft through a first clutch to control the coupling or disconnection of the second intermediate shaft and the first intermediate shaft.

[0011] Furthermore, it also includes a third intermediate shaft, the second input shaft is connected to the third intermediate shaft through a fourth gear set to realize power transmission between the second input shaft and the third intermediate shaft, and the third intermediate shaft is connected to the second intermediate shaft through a second clutch to control the coupling or disconnection of the third intermediate shaft and the second intermediate shaft.

[0012] Furthermore, the fourth gear set includes a G1 gear, a G2 gear, and a G3 gear that are meshed in sequence, the G1 gear is connected to the second input shaft, the G2 gear is connected to the first input shaft, and the G3 gear is connected to the third intermediate shaft.

[0013] Furthermore, the third gear set includes a G4 gear and a G5 gear meshing with each other, the G4 gear is connected to the first input shaft, and the G5 gear is connected to the second intermediate shaft.

[0014] Furthermore, the transmission ratio between the G5 gear and the G4 gear is greater than the transmission ratio between the G3 gear and the G2 gear.

[0015] Furthermore, the first clutch is a bidirectional clutch.

[0016] The beneficial effects of the present invention are:

[0017] 1. The first clutch controls the coupling or disengagement of the first input shaft and the first intermediate shaft, thereby disconnecting the drive motor and output shaft from the engine. This increases the speed ratio of pure electric drive, ensures the input torque of the drive motor, and improves the power of the vehicle. It also protects the drive motor from the influence of back electromotive force, improving the working efficiency of the entire transmission. The second clutch controls the coupling or disengagement of the second input shaft and the first intermediate shaft, allowing the engine to have two gear modes, ensuring the torque output and power of the vehicle when the engine is operating.

[0018] 2. The first clutch adopts a bidirectional clutch, which allows the first and second clutches to be used in the same hybrid architecture, improving the performance of the entire vehicle. The bidirectional clutch has the advantages of short axial distance and can work separately or simultaneously. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0020] Figure 1 It is a schematic structural diagram of an overall two-speed hybrid power system of an engine with motor disengagement in the present invention.

[0021] In the figure: 1. Drive motor; 11. Drive shaft; 12. G6 gear; 2. First intermediate shaft; 21. G7 gear; 22. G8 gear; 3. Second intermediate shaft; 31. G5 gear; 32. First clutch; 4. Third intermediate shaft; 41. G3 gear; 42. Second clutch; 5. Output shaft; 51. G9 gear; 6. First input shaft; 61. G4 gear; 62. G2 gear; 7. Engine; 8. Second input shaft; 81. G1 gear; 9. Generator. DETAILED DESCRIPTION

[0022] The present invention will now be described in further detail with reference to the accompanying drawings, which are simplified schematic diagrams that illustrate the basic structure of the present invention in a schematic manner.

[0023] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention. In addition, features defined as "first" or "second" may explicitly or implicitly include one or more of such features. In the description of the present invention, unless otherwise specified, "multiple" means two or more. In the description of this utility model, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integral connections; mechanical connections, electrical connections; direct connections, indirect connections through an intermediate medium, and internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in this utility model based on the specific circumstances.

[0024] The utility model discloses an engine two-speed hybrid power system with motor disengagement.

[0025] Reference Figure 1A two-speed hybrid power system with motor disconnection includes a drive motor 1, an engine 7, a generator 9, a first intermediate shaft 2, and an output shaft 5. The output shaft 5 is adapted to output power. The first intermediate shaft 2 is connected to the output shaft 5 via a first gear set to enable power transmission between the first intermediate shaft 2 and the output shaft 5. The drive motor 1 has a drive shaft 11 connected to the first intermediate shaft 2 via a second gear set to enable power transmission between the drive shaft 11 and the first intermediate shaft 2. The engine 7 has a first input shaft 6 connected to the first intermediate shaft 2 via a first clutch 32 to control coupling or disconnection between the first input shaft 6 and the first intermediate shaft 2. The first clutch 32 is used to control coupling or disconnection between the first input shaft 6 and the first intermediate shaft 2, thereby disconnecting the drive motor 1 and the output shaft 5 from the engine 7. This increases the speed ratio of pure electric drive, ensures the input torque of the drive motor 1, and improves the power performance of the entire vehicle. Furthermore, the drive motor 1 is no longer affected by back electromotive force, thereby improving the operating efficiency of the entire vehicle. Generator 9 has a second input shaft 8 connected to first intermediate shaft 2 via a second clutch 42 to control coupling or decoupling of second input shaft 8 with first intermediate shaft 2. Controlling coupling or decoupling of second input shaft 8 with first intermediate shaft 2 via second clutch 42 enables engine 7 to have two gear modes, ensuring vehicle torque output and power performance when engine 7 is operating.

[0026] Specifically, the two-speed hybrid system with motor disengagement also includes a second intermediate shaft 3 and a third intermediate shaft 4. The first input shaft 6 is connected to the second intermediate shaft 3 via a third gear set to enable power transmission between the first input shaft 6 and the second intermediate shaft 3. The second intermediate shaft 3 is connected to the first intermediate shaft 2 via a first clutch 32 to control the coupling or disconnection of the second intermediate shaft 3 with the first intermediate shaft 2. The second input shaft 8 is connected to the third intermediate shaft 4 via a fourth gear set to enable power transmission between the second input shaft 8 and the third intermediate shaft 4. The third intermediate shaft 4 is connected to the second intermediate shaft 3 via a second clutch 42 to control the coupling or disconnection of the third intermediate shaft 4 with the second intermediate shaft 3.

[0027] More specifically, the first gear set includes the intermeshing G8 gear 22 and G9 gear 51. G8 gear 22 is connected to the first intermediate shaft 2, and G9 gear 51 is connected to the output shaft 5. The second gear set protects the intermeshing G6 gear 12 and G7 gear 21. G6 gear 12 is connected to the drive shaft 11, and G7 gear 21 is connected to the first intermediate shaft 2. The third gear set includes the intermeshing G4 gear 61 and G5 gear 31. G4 gear 61 is connected to the first input shaft 6, and G5 gear 31 is connected to the second intermediate shaft 3. The fourth gear set includes the sequentially meshing G1 gear 81, G2 gear 62, and G3 gear 41. G1 gear 81 is connected to the second input shaft 8, G2 gear 62 is connected to the first input shaft 6, and G3 gear 41 is connected to the third intermediate shaft 4. The transmission ratio between the G5 gear 31 and the G4 gear 61 is greater than the transmission ratio between the G3 gear 41 and the G2 gear 62. That is, when the G5 gear 31 and the G3 gear 41 rotate at the same angle, the angle of rotation of the G4 gear 61 is greater than the angle of rotation of the G2 gear 62. In this embodiment, the transmission ratio between the G5 gear 31 and the G4 gear 61 is 1, and the transmission ratio between the G3 gear 41 and the G2 gear 62 is 0.5.

[0028] According to the two-speed hybrid power system of the engine with motor disengagement of this embodiment, the two-speed hybrid power system of the engine with motor disengagement has a pure electric drive mode, a series drive mode and a hybrid drive mode, and the first clutch 32 and the second clutch 42 control the two-speed hybrid power system of the engine with motor disengagement to switch between the pure electric drive mode, the series drive mode and the hybrid drive mode.

[0029] Specifically, when the two-speed hybrid system with the engine disengaged from the motor is in pure electric drive mode, the first clutch 32 and the second clutch 42 are both in a disengaged state, that is, when the drive motor 1 is working, the drive shaft 11, the first intermediate shaft 2 and the output shaft 5 rotate.

[0030] When the engine two-speed hybrid system with motor disengagement is in series drive mode, the first clutch 32 is in a coupled state and the second clutch 42 is in a disengaged state, that is, when the drive motor 1 is working, the drive shaft 11, the first intermediate shaft 2, the second intermediate shaft 3, the first input shaft 6 and the second input shaft 8 rotate.

[0031] When the engine two-speed hybrid system with motor disengagement is in hybrid drive mode, the first clutch 32 and the second clutch 42 are both in a decoupled state, that is, when the drive motor 1 is working, the drive shaft 11, the first intermediate shaft 2, the second intermediate shaft 3, the third intermediate shaft 4, the first input shaft 6 and the second input shaft 8 rotate.

[0032] Furthermore, the first clutch 32 is a bidirectional clutch.

[0033] Working Principle: By using the first clutch 32 to control the coupling or disengagement of the first input shaft 6 and the first intermediate shaft 2, the drive motor 1 and the output shaft 5 can be disconnected from the engine 7, thereby increasing the speed ratio of the pure electric drive, ensuring the input torque of the drive motor 1 when driving, and improving the dynamic performance of the entire vehicle. At the same time, the drive motor 1 is no longer affected by the back electromotive force, thereby improving the working efficiency of the entire box. By controlling the coupling or disengagement of the second input shaft 8 and the first intermediate shaft 2 by the second clutch 42, the engine 7 has a two-speed mode, ensuring the torque output and dynamic performance of the entire vehicle when the engine 7 is operating. By combining the first clutch 32 with the second clutch 42, the two-speed hybrid system with the motor disengaged has three modes: pure electric drive mode, series drive mode, and hybrid drive mode.

[0034] The first clutch 32 is a bidirectional clutch, so that the first clutch 32 and the second clutch 42 are applied in the same hybrid architecture, thereby improving the performance of the entire vehicle.

[0035] Based on the above-mentioned ideal embodiment of the present invention, and in accordance with the above description, relevant personnel can make various changes and modifications without departing from the technical scope of the present invention. The technical scope of the present invention is not limited to the content of the specification, but must be determined according to the scope of the claims.

Claims

1. A two-speed hybrid power system with motor disengagement, characterized in that: include an output shaft (5), wherein the output shaft (5) is suitable for outputting power; A first intermediate shaft (2), the first intermediate shaft (2) being connected to the output shaft (5) via a first gear set to achieve power transmission between the first intermediate shaft (2) and the output shaft (5); A drive motor (1), wherein the drive motor (1) has a drive shaft (11), and the drive shaft (11) is connected to the first intermediate shaft (2) via a second gear set to achieve power transmission between the drive shaft (11) and the first intermediate shaft (2); An engine (7), wherein the engine (7) has a first input shaft (6), and the first input shaft (6) is connected to the first intermediate shaft (2) via a first clutch (32) to control the coupling or decoupling of the first input shaft (6) and the first intermediate shaft (2); A generator (9) is provided with a second input shaft (8), wherein the second input shaft (8) is connected to the first intermediate shaft (2) via a second clutch (42) to control the coupling or decoupling of the second input shaft (8) and the first intermediate shaft (2).

2. The two-speed hybrid power system with motor disengagement according to claim 1, characterized in that: The two-speed hybrid power system with motor disengagement has a pure electric drive mode, a series drive mode and a hybrid drive mode, and the first clutch (32) and the second clutch (42) control the two-speed hybrid power system with motor disengagement to switch among the pure electric drive mode, the series drive mode and the hybrid drive mode.

3. The two-speed hybrid power system with motor disengagement according to claim 2, characterized in that: When the two-speed hybrid power system with the motor disengaged is in a pure electric drive mode, the first clutch (32) and the second clutch (42) are both in a disengaged state.

4. The two-speed hybrid power system with motor disengagement according to claim 2, characterized in that: When the two-speed hybrid power system with the motor disengaged is in a series drive mode, the first clutch (32) is in a coupled state and the second clutch (42) is in a disengaged state.

5. The two-speed hybrid power system with motor disengagement according to claim 2, characterized in that: When the two-speed hybrid power system with the motor disengaged is in a hybrid drive mode, the first clutch (32) and the second clutch (42) are both in a decoupled state.

6. The two-speed hybrid power system with motor disengagement according to claim 1, characterized in that: The invention also includes a second intermediate shaft (3), wherein the first input shaft (6) is connected to the second intermediate shaft (3) through a third gear set to realize power transmission between the first input shaft (6) and the second intermediate shaft (3), and the second intermediate shaft (3) is connected to the first intermediate shaft (2) through a first clutch (32) to control the coupling or disconnection of the second intermediate shaft (3) and the first intermediate shaft (2).

7. The two-speed hybrid power system with motor disengagement according to claim 6, characterized in that: The invention also includes a third intermediate shaft (4), wherein the second input shaft (8) is connected to the third intermediate shaft (4) through a fourth gear set to realize power transmission between the second input shaft (8) and the third intermediate shaft (4), and the third intermediate shaft (4) is connected to the second intermediate shaft (3) through a second clutch (42) to control the coupling or disconnection of the third intermediate shaft (4) and the second intermediate shaft (3).

8. The two-speed hybrid power system with motor disengagement according to claim 7, characterized in that: The fourth gear set includes a G1 gear (81), a G2 gear (62), and a G3 gear (41) that are meshed in sequence, the G1 gear (81) is connected to the second input shaft (8), the G2 gear (62) is connected to the first input shaft (6), and the G3 gear (41) is connected to the third intermediate shaft (4); The third gear set includes a G4 gear (61) and a G5 gear (31) meshing with each other, the G4 gear (61) is connected to the first input shaft (6), and the G5 gear (31) is connected to the second intermediate shaft (3).

9. The two-speed hybrid power system with motor disengagement according to claim 6, characterized in that: The transmission ratio between the G5 gear (31) and the G4 gear (61) is greater than the transmission ratio between the G3 gear (41) and the G2 gear (62).

10. The two-speed hybrid power system with motor disengagement according to claim 1, characterized in that: The first clutch (32) is a bidirectional clutch.

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