Range-extended hybrid power system and vehicle

Abstract

The utility model relates to an extended range hybrid power system and vehicle, including: first motor (1), second motor (2), planetary gear device (3) and differential mechanism (4), the first motor (1) as generator and internal combustion engine (9) power connection, the second motor (2) as traction motor and planetary gear device (3) power connection, differential mechanism (4) as traction motor and planetary gear device (3) power connection. The planetary gear device (3) outputs power to wheels through the differential mechanism (4), an output shaft of the second motor (2) is connected with a planet carrier (34) of the planetary gear device (3) in an anti-torque mode, a gear ring (31) of the planetary gear device (3) is directly connected with the differential mechanism (4) in an anti-torque mode, and therefore an intermediate transmission mechanism is omitted, and the occupied space of the whole system is reduced.

Description

Technical Field

[0001] This utility model relates to the field of vehicle powertrain technology, and in particular to a range-extended hybrid powertrain system based on a planetary gear unit and a vehicle containing such a system. Background Technology

[0002] In the field of automotive manufacturing technology, with increasing environmental protection requirements and the prominence of energy issues, hybrid vehicles are gaining increasing market favor due to their advantages such as long driving range, low fuel consumption, and low emissions. Range-extended hybrid vehicles, in particular, are popular due to their excellent driving and power performance.

[0003] Existing range-extended powertrain systems typically have two motors: a generator and a traction motor, along with a reduction gear system. These systems often employ a parallel arrangement of the two motors, requiring more space. Furthermore, the traction motor and differential are connected via internal gears, necessitating an intermediate gear transmission system between the reduction gear system and the differential, two long shafts, and two housings. Therefore, existing range-extended powertrain systems are generally costly, highlighting the urgent need for a superior technological solution. Utility Model Content

[0004] The technical problem to be solved by this invention is to propose an improved range-extended hybrid power system that can make the system occupy less space and reduce costs.

[0005] The aforementioned technical problems are solved by a range-extended hybrid power system designed according to this utility model. This range-extended hybrid power system includes a first motor, a second motor, a planetary gear set, and a differential. The first motor acts as a generator connected to the internal combustion engine, converting the power generated by the internal combustion engine into electrical energy. The second motor acts as a traction motor connected to the planetary gear set, providing driving force for the vehicle. The planetary gear set outputs power to the wheels through the differential. The output shaft of the second motor is torsionally connected to the planetary carrier of the planetary gear set, ensuring stable power transmission. The ring gear of the planetary gear set is directly torsionally connected to the differential. In this utility model, "power connection" refers to a connection between two components that can transmit torque, including direct or indirect connections unless otherwise specified. "Torsion-resistant connection" refers to a connection where two components can rotate together to transmit torque; for example, a spline structure between a gear and a shaft can achieve this torsion-resistant connection. "Direct torsion-resistant connection" refers to a direct connection between two components without other torque-transmitting components, where the connection method is torsion-resistant. This technical solution enables more direct and efficient power transmission, eliminating the intermediate gear between the differential and reducer, avoiding excessive energy loss, and saving structural space. Compared to existing technologies, it simplifies the power transmission path, improves the overall system efficiency, saves structural space, simplifies assembly, and better meets the needs of different vehicles.

[0006] According to a preferred embodiment, the first motor, the second motor, the planetary gear set, and the differential are arranged within the same housing. This arrangement integrates the key components, reduces external connecting parts and space occupation, and makes the entire range-extended hybrid system more compact, which is beneficial for the overall vehicle layout and design. Furthermore, it is preferable that the first motor and the second motor are arranged coaxially, meaning their central axes coincide. This arrangement makes the two motors more compact, simplifies the system structure, reduces system layout complexity, and lowers the assembly difficulty of the powertrain.

[0007] According to a preferred embodiment, the radially outer side of the ring gear of the planetary gear unit is fixed by a bearing assembly. The bearing assembly provides stable support for the ring gear, ensuring its stability during rotation. Fixing the planetary gear unit solely with a bearing assembly improves its operational stability and reliability, thereby enhancing the performance of the entire range-extended hybrid system. Furthermore, it is preferable that the ring gear has external teeth that directly mesh with the differential. This direct meshing allows power to be transmitted more directly from the planetary gear unit to the differential. By providing external teeth on the outer ring of the ring gear, power transmission is achieved in a simpler and more stable manner. Compared to indirect transmission methods that may exist in the prior art, direct meshing is simpler and more efficient, better meeting the vehicle's power transmission requirements. More preferably, the gear ratio between the external teeth and the differential is between 2 and 3, with a particularly preferred value of 2.21. A suitable gear ratio optimizes power output and speed matching according to different driving conditions. Within this gear ratio range, the vehicle can maintain good power performance and fuel economy at different speeds.

[0008] According to a preferred embodiment, the sun gear of the planetary gear unit is fixed to the housing. Fixing the sun gear provides a stable foundation for the normal operation of the planetary gear unit, allowing the planet carrier and ring gear to function as power input and output ends, ensuring the normal operation of the planetary gears. There are many ways to fix the sun gear; preferably, it is fixed to the housing via a fixed shaft. For example, the planet carrier has a sleeve-shaped hollow structure, and the fixed shaft of the sun gear is coaxially passed through the planet carrier and fixed to the housing. This structural design makes the installation of the planet carrier and sun gear more compact and reasonable, making full use of space. It reduces interference between components and improves the overall compactness of the system. Furthermore, it is preferred that the transmission ratio of the planetary gear unit is between 3 and 4, with a particularly preferred value of 3.62. A reasonable transmission ratio allows the planetary gear unit to play a better role in power distribution and speed regulation. Within this transmission ratio range, it can better match the vehicle's power requirements and driving conditions, improving the vehicle's power performance and fuel economy.

[0009] The aforementioned technical problems can also be solved by a vehicle that includes the aforementioned range-extended hybrid system. Applying this range-extended hybrid system to a vehicle enables it to have better power performance and fuel economy. Because the range-extended hybrid system has a simple and compact structure, it saves space and can therefore be applied to a wider range of vehicle models. Attached Figure Description

[0010] The present invention will now be explained in detail with reference to the accompanying drawings and preferred embodiments. In the drawings:

[0011] Figure 1 A schematic diagram of the structure of a range-extended hybrid power system in the prior art is shown, and

[0012] Figure 2 A schematic diagram of the structure of a range-extended hybrid power system designed according to this utility model is shown. Detailed Implementation

[0013] Figure 1 This illustrates a range-extended hybrid power system in the prior art. For example... Figure 1 As shown, the existing range-extended powertrain system includes a first motor 100, a second motor 200, a reducer 300, a battery 700, a shock absorber 800, and an internal combustion engine 900. The first motor 100 acts as a generator, and the second motor 200 acts as a traction motor; they are arranged in parallel and installed in two separate housings. The internal combustion engine 900 is powered by the first motor 100 through the shock absorber 800, providing kinetic energy to the first motor 100, which then generates electrical energy to charge the battery 700. The battery 700 provides electrical energy to the second motor 200. The second motor 200 provides kinetic energy to the vehicle through the reducer 300 and the output shaft 600. The disadvantages of this system are its large footprint, the need for a large gear reduction system, two long shafts, and two housings, resulting in high costs.

[0014] Figure 2 This illustrates a range-extended hybrid power system designed according to the present invention. For example... Figure 2 As shown, the range-extended hybrid power system of this invention includes a first motor 1 as a generator, a second motor 2 as a traction motor, a planetary gear set 3, and a differential 4. Since the planetary gear set 3 can be directly and torsionally connected to the differential 4, the intermediate shaft and transmission gear set are eliminated, reducing the overall space occupied by the power system. Therefore, the first motor 1, the second motor 2, the planetary gear set 3, and the differential 4 can be placed in the same housing, simplifying the assembly process and reducing costs.

[0015] The first motor 1 is connected to the crankshaft of the internal combustion engine 9 via a shock absorber 8. The shock absorber 8 is preferably a dual-mass flywheel, with its input end torsionally connected to the crankshaft of the internal combustion engine 9 and its output end torsionally connected to the rotor shaft of the first motor 1. The first motor 1 is mainly used to start the internal combustion engine 9 and to generate electricity through the internal combustion engine 9 during vehicle operation, thereby charging the battery 7. The battery 7 provides electrical energy to the second motor 2, which is mainly used to drive the vehicle and recover energy during braking. The second motor 2 is connected to a planetary gear assembly 3. The output shaft of the second motor 2 is torsionally connected to the planet carrier 34 of the planetary gear assembly 3. The planetary gear assembly 3 includes a ring gear 31, planet gears 32, a sun gear 33, and a planet carrier 34. The sun gear 33 is fixed. There are many ways to fix it; in this embodiment, the sun gear 33 is fixed to the housing via a fixed shaft 35. The fixed shaft 35 and the planet carrier 34 are arranged coaxially, such as... Figure 2 As shown, the planetary carrier 34 has a sleeve-shaped hollow structure. The fixed shaft 35 can coaxially pass through the planetary carrier and be fixedly connected to the sun gear 33, with the other end fixed to the housing, thus fixing the sun gear 33. The external teeth of the ring gear 31 directly mesh with the main reduction gear of the differential 4. Since the ring gear 31 can directly transmit power to the differential 4, the intermediate shaft and transmission gear are omitted, thereby reducing the space occupied by the entire system. The transmission ratio between the ring gear 31 and the differential 4 is preferably 2 to 3, and after testing, it is particularly preferred to have a transmission ratio of 2.21. The planet gears 32 are mounted on the planetary carrier 34 and mesh with the sun gear 33 and the ring gear 31. The transmission ratio between the planet gears 32 and the ring gear 31 is preferably 3 to 4, and after testing, it is particularly preferred to have a transmission ratio of 3.62.

[0016] like Figure 2 As shown, the outer radial side of the gear ring 31 is fixed to the housing via a bearing assembly 5, such as an angular contact ball bearing, to ensure the radial positioning and rotational stability of the gear ring 31. The planetary gear assembly 3 is fixed to the housing only via the outer radial bearing assembly 5, which reduces the number of system components and saves space overall. The first motor 1 and the second motor 2 can be... Figure 2 The coaxial arrangement shown in the diagram, where the central axes of the first motor 1 and the second motor 2 coincide, optimizes the overall structure of the power system, saves axial and radial space, and helps to further reduce costs.

[0017] In pure electric drive mode, the internal combustion engine 9 stops working, and the second electric motor 2 uses the electrical energy provided by the battery 7 to drive the vehicle through the planetary gear set 3 and the differential 4. The power of the second electric motor 2 is transmitted to the ring gear 31 via the planetary carrier 34, and then drives the wheels through the differential 4. In range-extending mode, the internal combustion engine 9 starts and generates electricity through the first electric motor 1. The electrical energy generated by the first electric motor 1 is stored in the battery 7 or directly supplied to the second electric motor 2. At this time, the planetary gear set 3 decouples the power of the internal combustion engine 9 from the power of the second electric motor 2, ensuring efficient energy conversion.

[0018] According to this embodiment, the coaxial arrangement of the first motor 1, the second motor 2, and the planetary gear unit 3, along with the single-housing integrated design, significantly reduces the size and weight of the powertrain, enabling it to adapt to a wider range of vehicle layouts. The power of the second motor 2 is transmitted through a two-stage transmission via the planetary gear unit 3 and the differential 4, thereby improving the overall transmission ratio. The single-housing design reduces the number of parts and assembly complexity, lowering manufacturing costs.

[0019] Obviously, the above embodiments of this utility model are merely examples for clearly illustrating the present utility model, and are not intended to limit the implementation of the present utility model. Those skilled in the art can make other variations or modifications based on the above description. It is neither necessary nor possible to exhaustively list all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this utility model should be included within the protection scope of the claims of this utility model. In this description, it should be noted that the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0020] List of reference numerals

[0021] 1. 100 First Motor

[0022] 2.200 Second Motor

[0023] 3. Planetary gear mechanism

[0024] 31 Gear Ring

[0025] 32 Planetary Gears

[0026] 33. Sun Wheel

[0027] 34 Planetary Carrier

[0028] 35 Fixed shaft

[0029] 300 reducer

[0030] 4. Differential

[0031] 5. Bearing assembly

[0032] 6. 600 Output Shaft

[0033] 7. 700 batteries

[0034] 8. 800 Shock Absorber

[0035] 9.900 internal combustion engine

Claims

1. A range extended hybrid system, characterized by, The extended-range hybrid system comprises a first electric machine (1), a second electric machine (2), a planetary gear device (3) and a differential (4), wherein the first electric machine (1) is connected to an internal combustion engine (9) as a generator, the second electric machine (2) is connected to the planetary gear device (3) as a traction electric machine, and the planetary gear device (3) outputs power to a vehicle through the differential (4), wherein an output shaft of the second electric machine (2) is connected to a carrier (34) of the planetary gear device (3) in a torsion-proof manner, and a ring gear (31) of the planetary gear device (3) is directly connected to the differential (4) in a torsion-proof manner.

2. The range extended hybrid system of claim 1, wherein, The first electric machine (1), the second electric machine (2), the planetary gear device (3) and the differential (4) are arranged in the same housing.

3. The range extended hybrid system of claim 2, wherein, The first electric machine (1) and the second electric machine (2) are arranged coaxially.

4. The extended-range hybrid system of any one of claims 1-3, wherein, The radially outer side of the ring gear (31) is fixed by a bearing device (5).

5. The extended-range hybrid system of any one of claims 1-3, wherein, The ring gear (31) has external teeth which directly engage the differential (4).

6. The range extended hybrid system of claim 5, wherein, The gear ratio of the external teeth to the differential (4) is between 2 and 3.

7. The range extended hybrid system of claim 2, wherein, The sun gear (33) of the planetary gear device (3) is fixed to the housing.

8. The range extended hybrid system of claim 7, wherein, The carrier (34) has a sleeve-like hollow structure, and a fixing shaft (35) of the sun gear (33) is fixed to the housing coaxially through the carrier (34).

9. The range extended hybrid system of claim 8, wherein, The planetary gear (32) of the planetary gear device (3) has a gear ratio of 3 to 4 to the ring gear (31).

10. A vehicle characterized by comprising: The vehicle comprises the extended-range hybrid system according to any one of claims 1 to 9.

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