Hybrid transmission drive system

Abstract

This application relates to the technical field of hybrid vehicle transmissions, and discloses a hybrid transmission drive system, which includes an engine and a generator, a drive motor, and a differential arranged around the engine. By integrating the drive motor rotor shaft and the differential coaxially, an independent shaft system is eliminated, and the overall volume is reduced, forming a compact four-shaft layout, which is suitable for small vehicles and solves the problem of the layout of traditional five-shaft transmissions; the drive motor rotor shaft and the first-stage driving gear, and the generator rotor shaft and the power generation driven gear are respectively designed coaxially as a whole, reducing spline fits, improving transmission efficiency and stability, and extending the service life of components; the coaxial design of the drive motor and the differential allows the lower half of the motor to be immersed in the oil, achieving dual optimization of lubrication and cooling, reducing temperature rise, fully lubricating the bearings, and improving motor efficiency; the shaft system is streamlined to 4, the total number of components is reduced, the volume and weight of the housing are reduced, the manufacturing cost is decreased, and maintenance is more convenient.

Description

Technical Field

[0001] This application relates to the field of hybrid vehicle transmission technology, specifically a hybrid vehicle transmission drive system. Background Technology

[0002] With the increasing urgency of the global energy crisis and environmental protection needs, hybrid vehicles have become an important direction for the development of the automotive industry due to their advantages such as high efficiency, energy saving, low emissions, and long range. As a core component, the hybrid transmission can achieve multiple modes such as pure electric drive, hybrid drive, and brake energy recovery under different operating conditions by coordinating the power output of the engine and motor. This significantly improves fuel economy and reduces carbon emissions. At the same time, its combination of power and environmental protection provides an effective solution to meet increasingly stringent emission regulations and diverse user needs.

[0003] However, existing hybrid transmission drive systems generally adopt a five-shaft layout, including the engine input shaft, generator shaft, drive motor rotor shaft, intermediate output shaft, and differential shaft. While this design can achieve functional versatility, it also has significant drawbacks: the multiple shafts result in a complex and bulky internal structure of the transmission, which is difficult to arrange properly, especially in small vehicles with limited space; the increased number of transmission components (such as gears and bearings) between shafts not only increases processing and assembly costs, but also affects the lightweight design of the vehicle due to excessive axial space occupation; in addition, the dispersed shaft layout is prone to transmission efficiency loss, further restricting the system's compactness and performance optimization. Utility Model Content

[0004] The purpose of this application is to provide a hybrid power transmission drive system that solves the problem of a four-axis layout drive system proposed in the background art. By arranging the drive motor rotor shaft and the differential shaft coaxially, the number of shafts is reduced, thereby reducing the overall size of the transmission and solving the problem of difficult layout in small vehicles.

[0005] To solve the above-mentioned technical problems, this utility model is achieved through the following technical solution:

[0006] This application provides a hybrid power transmission drive system, including an engine and a generator, a drive motor, and a differential disposed around the engine. A drive motor rotor shaft is mounted on one side of the drive motor. The drive motor rotor shaft is a hollow shaft, and the output half-shaft of the differential passes through the drive motor rotor shaft. An engine drive shaft is mounted on one side of the engine. A clutch is mounted on the engine drive shaft. A direct drive gear and a generator drive gear are mounted on the outer wall of the engine drive shaft. A generator rotor shaft is mounted on one side of the generator. A generator driven gear is fixedly connected to the outer wall of the generator rotor shaft, and the generator driven gear meshes with the generator drive gear.

[0007] By adopting the above technical solution, the drive motor rotor shaft is coaxially integrated with the differential, eliminating the need for a separate shaft system, reducing the overall size, and forming a compact four-shaft layout suitable for small vehicles, thus solving the layout problem of traditional five-shaft gearboxes. The drive motor rotor shaft and the first-stage drive gear, as well as the generator rotor shaft and the generator driven gear, are designed as a single coaxial unit, reducing spline connections, improving transmission efficiency and stability, and extending component life. The coaxial design of the drive motor and differential allows the lower half of the motor to be immersed in oil, achieving dual optimization of lubrication and cooling, reducing temperature rise, fully lubricating the bearings, and improving motor efficiency. The shaft system is simplified to four shafts, reducing the total number of components, the size and weight of the housing, lowering manufacturing costs, and making maintenance more convenient.

[0008] Optionally, a secondary driven gear is installed on both sides of the differential, and the secondary driven gear meshes with a secondary driving gear.

[0009] By adopting the above technical solution, the differential can fix the secondary driven gear, and the secondary driven gear meshes with the secondary driving gear, which can drive each other under meshing.

[0010] Optionally, an intermediate shaft is fixedly connected to the inner wall of the secondary drive gear, and a primary driven gear and a direct drive driven gear are coaxially fixedly installed on the outer wall of the intermediate shaft located on both sides of the secondary drive gear.

[0011] By adopting the above technical solution, the intermediate shaft can provide a coaxial and fixed connection between the secondary driving gear, the primary driven gear, and the direct drive driven gear.

[0012] Optionally, the first-stage driven gear meshes with the first-stage driving gear, and the direct-drive driven gear meshes with the direct-drive driving gear.

[0013] By adopting the above technical solution, the driven gear and the driving gear can drive each other through meshing, and the driven gear and the driving gear can drive each other through meshing.

[0014] Compared with the prior art, the beneficial effects of the technical solution of this application are as follows:

[0015] This application's technical solution integrates the drive motor rotor shaft and differential coaxially, eliminating the need for a separate shaft system, reducing the overall size, and forming a compact four-shaft layout suitable for small vehicles, thus solving the layout problems of traditional five-shaft gearboxes. The drive motor rotor shaft and the first-stage drive gear, as well as the generator rotor shaft and the generator driven gear, are designed as a single coaxial unit, reducing spline connections, improving transmission efficiency and stability, and extending component life. The coaxial design of the drive motor and differential allows the lower half of the motor to be immersed in oil, achieving dual optimization of lubrication and cooling, reducing temperature rise, fully lubricating bearings, and improving motor efficiency. The shaft system is simplified to four shafts, reducing the total number of components, lowering the housing size and weight, reducing manufacturing costs, and making maintenance more convenient. Attached Figure Description

[0016] Other features, objects, and advantages of this application will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings:

[0017] Figure 1 This is a schematic diagram of the structure of a hybrid power transmission drive system according to this application.

[0018] In the diagram: 1. Engine; 2. Engine drive shaft; 3. Clutch; 4. Direct drive drive gear; 5. Generator driven gear; 6. Generator rotor shaft; 7. Generator; 8. Generator drive gear; 9. First-stage driven gear; 10. Intermediate shaft; 11. Drive motor; 12. Drive motor rotor shaft; 13. First-stage drive gear; 14. Differential; 15. Second-stage driven gear; 16. Second-stage drive gear; 17. Direct drive driven gear. Detailed Implementation

[0019] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of the present utility model.

[0020] Please see Figure 1This application provides a technical solution: a hybrid power transmission drive system, including an engine 1 and a generator 7, a drive motor 11 and a differential 14 disposed around the engine 1. A drive motor rotor shaft 12 is mounted on one side of the drive motor 11. The drive motor rotor shaft 12 is a hollow shaft, and the output half shaft of the differential 14 passes through the drive motor rotor shaft 12. An engine drive shaft 2 is mounted on one side of the engine 1. A clutch 3 is mounted on the engine drive shaft 2. A direct drive gear 4 and a generator drive gear 8 are mounted on the outer wall of the engine drive shaft 2. A generator rotor shaft 6 is mounted on one side of the generator 7. A generator driven gear 5 is fixedly connected to the outer wall of the generator rotor shaft 6. The generator driven gear 5 meshes with the generator drive gear 8.

[0021] In the technical solution of this application, the independent shaft system is eliminated by coaxially integrating the drive motor rotor shaft 12 with the differential 14, reducing the overall volume and forming a compact four-shaft layout, which is suitable for small vehicles and solves the layout problem of traditional five-shaft gearboxes. The drive motor rotor shaft 12 and the first-stage drive gear 13, and the generator rotor shaft 6 and the generator driven gear 5 are designed as coaxial integral units, reducing spline fit, improving transmission efficiency and stability, and extending component life. The coaxial design of the drive motor 11 and the differential 14 allows the lower half of the motor to be immersed in oil, achieving dual optimization of lubrication and cooling, reducing temperature rise, fully lubricating the bearings, and improving motor efficiency. The shaft system is simplified to 4 shafts, reducing the total number of components, reducing the volume and weight of the housing, lowering manufacturing costs, and making maintenance more convenient.

[0022] In the technical solution of this application, such as Figure 1 As shown, secondary driven gears 15 are mounted on both sides of the differential 14. The secondary driven gears 15 mesh with the secondary driving gears 16. The differential 14 can fix the secondary driven gears 15, and the secondary driven gears 15 and the secondary driving gears 16 can drive each other under meshing. An intermediate shaft 10 is fixedly connected to the inner wall of the secondary driving gear 16. A primary driven gear 9 and a direct drive driven gear 17 are coaxially fixedly mounted on the outer wall of the intermediate shaft 10 located on both sides of the secondary driving gear 16. The intermediate shaft 10 can coaxially fix the secondary driving gear 16, the primary driven gear 9, and the direct drive driven gear 17. The primary driven gear 9 meshes with the primary driving gear 13, and the direct drive driven gear 17 meshes with the direct drive driving gear 4. The primary driven gear 9 and the primary driving gear 13 can drive each other through meshing, and the direct drive driven gear 17 and the direct drive driving gear 4 can drive each other through meshing.

[0023] In pure electric drive mode during use:

[0024] In pure electric drive mode, engine 1 is not working and clutch 3 is in the disengaged state. At this time, only drive motor 11 provides power. After drive motor 11 starts, drive motor rotor shaft 12 starts to rotate. Since drive motor rotor shaft 12 and first-stage drive gear 13 are coaxially integrated, first-stage drive gear 13 rotates accordingly. First-stage drive gear 13 meshes with first-stage driven gear 9 and transmits power to first-stage driven gear 9. First-stage driven gear 9 is fixedly installed on intermediate shaft 10 and drives intermediate shaft 10 to rotate together. Second-stage drive gear 16 is also fixedly installed on intermediate shaft 10. Second-stage drive gear 16 rotates with intermediate shaft 10 and meshes with second-stage driven gears 15 installed on both sides of differential 14 and transmits power to differential 14. Differential 14 distributes power reasonably to both wheels to drive the vehicle. This mode is suitable for low-speed driving or urban congestion and other conditions with low power demand and energy saving and emission reduction.

[0025] Series hybrid mode:

[0026] In series hybrid mode, clutch 3 is engaged and disengaged, engine 1 starts working, and the engine 1 drives the engine drive shaft 2 to rotate. The direct drive gear 4 and the generator drive gear 8 on the engine drive shaft 2 rotate accordingly. At this time, the generator drive gear 8 meshes with the generator driven gear 5 fixedly connected to the outer wall of the generator rotor shaft 6, driving the generator rotor shaft 6 to rotate, so that the generator 7 generates electricity. The electrical energy generated by the generator 7 supplies the drive motor 11 to work. After the drive motor 11 works, the power transmission path is the same as in the pure electric drive mode, that is, it is transmitted to the differential 14 in sequence through the drive motor rotor shaft 12, the first-stage drive gear 13, the first-stage driven gear 9, the intermediate shaft 10, the second-stage drive gear 16, and the second-stage driven gear 15, driving the vehicle. This mode is suitable for the condition that the vehicle does not have high power demand but needs to drive continuously, such as long-distance cruising. The engine can always work in the high-efficiency range to generate electricity, improving energy utilization efficiency.

[0027] Parallel hybrid mode:

[0028] In parallel hybrid mode, generator 7 is not working, clutch 3 is engaged, engine 1 runs and drives engine drive shaft 2 to rotate. The direct drive gear 4 on engine drive shaft 2 rotates and meshes with direct drive driven gear 17, transmitting power to direct drive driven gear 17. Direct drive driven gear 17 is fixedly mounted on intermediate shaft 10, driving intermediate shaft 10 to rotate. At the same time, drive motor 11 starts, and its power is transmitted to intermediate shaft 10 through drive motor rotor shaft 12, first-stage drive gear 13, and first-stage driven gear 9. In this way, the power of engine 1 and drive motor 11 are superimposed at intermediate shaft 10. The superimposed power is transmitted to second-stage driven gear 15 through second-stage drive gear 16 on intermediate shaft 10, and then to differential 14, jointly driving the vehicle. Parallel hybrid mode fully utilizes the advantages of engine 1 and drive motor 11, and can provide stronger power when the vehicle needs greater power output, such as acceleration and hill climbing, to meet the vehicle's power requirements.

[0029] Braking energy recovery mode:

[0030] In regenerative braking mode, clutch 3 is disengaged. When the vehicle brakes, the wheels are subjected to braking resistance, generating a counter-dragging force. This counter-dragging force is transmitted to the secondary driven gear 15 through the differential 14. The secondary driven gear 15 meshes with the secondary driving gear 16, causing the secondary driving gear 16 to rotate. The secondary driving gear 16 is fixedly mounted on the intermediate shaft 10, causing the intermediate shaft 10 to rotate accordingly. The rotation of the intermediate shaft 10 then drives the primary driven gear 9 to rotate. The primary driven gear 9 meshes with the primary driving gear 13, transmitting power to the primary driving gear 13. The primary driving gear 13 is coaxially integrated with the drive motor rotor shaft 12, thereby driving the drive motor rotor shaft 12 to rotate. At this time, the drive motor 11 switches from motor mode to generator mode, converting the vehicle's braking energy into electrical energy for storage, realizing energy recovery and reuse, improving energy utilization efficiency, and reducing energy consumption.

[0031] This hybrid power transmission drive system can flexibly switch between multiple working modes to rationally allocate the working states of engine 1 and drive motor 11 according to different driving conditions and power requirements, thereby achieving efficient, energy-saving and environmentally friendly vehicle drive.

[0032] In the description of this specification, references to terms such as "an embodiment," "example," "specific example," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0033] The preferred embodiments of this utility model disclosed above are merely illustrative of the present utility model. These preferred embodiments do not exhaustively describe all details, nor do they limit the utility model to the specific implementations described. Clearly, many modifications and variations can be made based on the content of this specification. This specification selects and specifically describes these embodiments to better explain the principles and practical applications of this utility model, thereby enabling those skilled in the art to better understand and utilize it. This utility model is limited only by the claims and their full scope and equivalents.

Claims

1. A hybrid gearbox drive system characterized by: The system includes an engine (1) and a generator (7), a drive motor (11) and a differential (14) arranged around the engine (1). A drive motor rotor shaft (12) is installed on one side of the drive motor (11). The drive motor rotor shaft (12) is a hollow shaft, and the output half shaft of the differential (14) passes through the drive motor rotor shaft (12). An engine drive shaft (2) is installed on one side of the engine (1). A clutch (3) is installed on the engine drive shaft (2). A direct drive gear (4) and a generator drive gear (8) are installed on the outer wall of the engine drive shaft (2). A generator rotor shaft (6) is installed on one side of the generator (7). A generator driven gear (5) is fixedly connected to the outer wall of the generator rotor shaft (6). The generator driven gear (5) meshes with the generator drive gear (8).

2. A hybrid transmission drive system according to claim 1, wherein, The differential (14) is equipped with two secondary driven gears (15) on both sides, and the secondary driven gears (15) mesh with the secondary driving gears (16).

3. A hybrid transmission drive system according to claim 2, wherein, The inner wall of the secondary drive gear (16) is fixedly connected to an intermediate shaft (10), and the outer wall of the intermediate shaft (10) located on both sides of the secondary drive gear (16) is coaxially fixedly installed with a primary driven gear (9) and a direct drive driven gear (17).

4. A hybrid transmission drive system according to claim 3, wherein, The first-stage driven gear (9) meshes with the first-stage driving gear (13), and the direct-drive driven gear (17) meshes with the direct-drive driving gear (4).

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