Hybrid power device with power recovery function

Abstract

The utility model relates to vehicle energy recovery device technical field especially discloses a hybrid device with power recovery function, including engine, the drive shaft that coordinates with engine and the electric power generation all -in -one that is connected with drive shaft, electric power generation all -in -one is connected with electric energy storage module, still include worm and worm mechanism, shunt hybrid mechanism and transmission mechanism, transmission mechanism linkage shunt hybrid mechanism and worm and worm mechanism parallel operation hybrid mechanism and electric power generation all -in -one, the input of worm and worm mechanism is connected with the output of engine, shunt hybrid mechanism has two shunt input ends that are connected with worm and worm mechanism and electric power generation all -in -one coordination respectively, shunt hybrid mechanism is driven axle and vehicle's wheel system transmission connection, in the process that vehicle decelerates or brakes, the inertia braking moment of wheel system is driven electric power generation all -in -one and generates electricity via shunt hybrid mechanism, and the electric energy that electric power generation all -in -one generates is stored via electric energy storage module.

Description

Technical Field

[0001] This utility model relates to the technical field of vehicle energy recovery devices, and in particular discloses a hybrid device with power recovery function. Background Technology

[0002] Traditional hybrid vehicles' energy recovery systems often employ a parallel or series connection between the electric motor and the engine, which suffers from insufficient kinetic energy recovery efficiency during deceleration or braking. On one hand, the lack of an effective one-way locking mechanism between the engine and the drive shaft means that the inertial torque of the wheel system may reverse-drive the engine during deceleration, resulting in energy loss. On the other hand, the input path design of the power splitting mechanism (such as a planetary gear set) in existing technologies is unreasonable, leading to low coupling efficiency between the electric drive unit and the mechanical drive unit, and making the transmission components susceptible to reverse torque impacts, affecting system reliability. Utility Model Content

[0003] In order to overcome the technical problem of insufficient kinetic energy recovery efficiency during deceleration or braking in the existing technology, the purpose of this utility model is to provide a hybrid device with high braking recovery efficiency.

[0004] To achieve the above objectives, this utility model provides a hybrid device with energy recovery function, including an engine, a drive shaft cooperating with the engine, and an integrated electric generator connected to the drive shaft. The integrated electric generator is connected to an energy storage module. It also includes a worm gear mechanism, a split-flow hybrid mechanism, and a transmission mechanism. The transmission mechanism links the split-flow hybrid mechanism and the worm gear mechanism, and also links the hybrid mechanism and the integrated electric generator. The input end of the worm gear mechanism is connected to the output end of the engine. The split-flow hybrid mechanism has two split-flow input ends that are respectively connected to the worm gear mechanism and the integrated electric generator. The split-flow hybrid mechanism is connected to the vehicle's wheel system via the drive shaft. During vehicle deceleration or braking, the inertial braking torque of the wheel system drives the integrated electric generator to generate electricity via the split-flow hybrid mechanism. The generated energy is stored in the energy storage module.

[0005] Furthermore, the transmission mechanism includes a first transmission shaft and a first linkage gear set disposed between the worm gear mechanism and the hybrid mechanism. The first linkage gear set is a bevel gear set. The torque output from the power output end of the engine is output to the hybrid mechanism via the first transmission shaft and the first linkage gear set.

[0006] Furthermore, the transmission mechanism also includes a second transmission shaft and a second linkage gear set disposed between the integrated electric generator and the split hybrid mechanism. The second linkage gear set is a spur gear set. The rotor of the integrated electric generator is connected to the second transmission shaft, and the integrated electric generator outputs power to the split hybrid mechanism via the second transmission shaft and the second linkage gear set.

[0007] Furthermore, the hybrid mechanism is a planetary gear set, which includes a ring gear connected to the output end of the worm gear mechanism, a sun gear connected to the integrated electric generator, a planet carrier connected to the drive shaft, and planet gears meshing between the sun gear and the ring gear. The planet gears are mounted on the planet carrier. When the engine drives the ring gear via the worm gear mechanism and the integrated electric generator drives the sun gear, the planet carrier outputs the combined power to the drive shaft.

[0008] Furthermore, a first coupling is provided between the planetary carrier and the drive shaft, which is used to reduce torque fluctuations transmitted from the planetary carrier to the drive shaft.

[0009] Furthermore, the hybrid device also includes a power control system electrically connected to the integrated electric generator and the energy storage module; the power control system includes a controller and an inverter. When the integrated electric generator is in electric mode, the inverter obtains power from the energy storage module to discharge the integrated electric generator and output torque to the split hybrid mechanism; when the vehicle decelerates or is braking, the wheel system drives the integrated electric generator through the split hybrid mechanism to generate electricity by reversing the torque and speed of the integrated electric generator.

[0010] Furthermore, the first linkage gear set is a variable transmission ratio bevel gear set, which includes a driving bevel gear connected to the first drive shaft, a driven bevel gear connected to one input end of the split hybrid mechanism, and a sliding sleeve sleeved on the first drive shaft via a spline; the tooth surface of the driven bevel gear is an involute circular arc compound tooth profile, and when the sliding sleeve moves axially, the meshing position of the driving bevel gear and the driven bevel gear changes, thereby adjusting the transmission ratio.

[0011] Furthermore, the hybrid device also includes a split-type heat dissipation housing covering the electric generator, engine, worm gear mechanism, transmission mechanism, and split-flow hybrid mechanism; the split-type heat dissipation housing includes an inner housing and an outer housing covering the outside of the inner housing, with a gap between the inner housing and the outer housing, heat dissipation fins protruding from the outer surface of the outer housing, and a cooling channel for external coolant to flow through the inner housing.

[0012] Furthermore, a torque limiter is provided between the drive shaft and the output end of the split hybrid mechanism. The torque limiter includes an active disk connected to the planetary carrier and a driven disk that elastically abuts against the active disk. When the torque of the drive shaft exceeds a preset threshold, the driven disk and the active disk slide relative to each other to limit the maximum torque transmitted to the wheel system.

[0013] Furthermore, the second linkage gear set is an asymmetric backlash-free spur gear set, which includes a first side gear connected to the second drive shaft, a second side gear connected to one input end of the split-flow hybrid mechanism, and a preload spring disposed on one side of the second side gear or the first side gear. The preload spring is used to make the first side gear and the second side gear fit tightly together on one side.

[0014] This hybrid system achieves efficient power splitting and recovery through the coordinated design of a worm gear mechanism and a planetary gear set. Engine output power is transmitted unidirectionally to the worm wheel via the worm, utilizing the reverse locking characteristic of the worm gear to prevent the wheels from driving the engine in reverse. The output end of the worm wheel connects to the ring gear of the planetary gear set, while the integrated electric generator receives power through the sun gear. The planetary carrier transmits the combined power to the drive shaft. When the vehicle decelerates or brakes, the wheel's inertial torque drives the sun gear through the planetary carrier, causing the integrated electric generator to switch to power generation mode, storing the electrical energy in the energy storage module. In the transmission mechanism, the variable ratio bevel gear set adjusts the meshing position through a sliding sleeve to optimize power distribution; the asymmetric backlash-free spur gear set, combined with a preload spring, eliminates transmission backlash, ensuring smooth power transmission. The split-type heat sink and torque limiter, through cooling channels and elastic friction pairs, respectively, enhance the system's thermal management capabilities and overload protection performance.

[0015] The beneficial effects of this invention are as follows: This device significantly improves braking energy recovery efficiency and avoids engine drag losses through a specific connection method between the worm gear and planetary gear set, preventing the engine from stalling at idle. The power splitting mechanism achieves dynamic torque coupling between the engine and the motor, balancing driving flexibility and energy utilization. The variable transmission ratio bevel gear set and asymmetric backlash-free gear set optimize the adaptability and reliability of the transmission path, while the split heat dissipation design extends the life of key components, and the torque limiter effectively prevents overload damage. The overall structure is compact, combining high recovery efficiency, low mechanical interference risk, and strong robustness, making it suitable for hybrid vehicles under complex operating conditions. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the planar structure of the hybrid device with power recovery function according to this utility model;

[0017] Figure 2 This is a three-dimensional structural diagram of the worm gear transmission head of this utility model;

[0018] Figure 3 This is a three-dimensional structural diagram of the flow splitting and hybrid mechanism of this utility model;

[0019] Figure 4 This is a schematic diagram of the working modes of the integrated electric generator of this utility model;

[0020] Figure 5This is a three-dimensional structural diagram of the split-type heat dissipation shell of this utility model after partial cross-section.

[0021] Figure 6 This is a schematic diagram of the differential of this utility model.

[0022] The reference numerals in the figures include:

[0023] 1. Engine; 2. Worm gear mechanism; 21. First worm; 22. First worm gear; 3. Transmission mechanism; 4. Hybrid splitter mechanism; 5. Electric generator; 6. Energy storage module; 61. Backup drive mechanism; 7. Power control system; 8. Split-type heat sink housing; 9. Drive shaft; 31. First transmission shaft; 34. Second linkage gear set; 41. Gear ring; 42. Sun gear; 43. Planet carrier; 44. Planet gears; 45. First coupling; 71. Controller; 72. Inverter; 81. Inner housing; 811. Cooling channel; 82. Outer housing; 821. Heat sink fins; 100. Differential; 101. Driving bevel gear; 102. Driven bevel gear; 103. Transmission frame; 104. Second planetary gear; 105. Second sun gear; 106. Wheel half-shaft. Detailed Implementation

[0024] To facilitate understanding by those skilled in the art, the present invention will be further described below with reference to embodiments and accompanying drawings. The content mentioned in the embodiments is not intended to limit the present invention.

[0025] Please see Figures 1 to 6 As shown, this utility model provides a hybrid device with power recovery function. By integrating the worm gear mechanism 2, the split hybrid mechanism 4, and the electric generator 5 between the engine 1 and the drive shaft 9, a compact and efficient hybrid structure with a clear transmission path is constructed.

[0026] Specifically, the output end of engine 1 is connected to a worm gear via a flange. The worm gear meshes with a worm wheel to form a worm wheel-worm gear mechanism 2. The spiral angle of the first worm 21 is smaller than the friction angle between the first worm wheel 22 and the first worm 21. That is, by utilizing its self-locking characteristic, it only allows engine 1 to output torque to the worm wheel in one direction, preventing power from being transmitted back to engine 1 under braking conditions. The output of the worm wheel is connected to the first input end of the split hybrid mechanism 4 via a first drive shaft 31. The split hybrid mechanism 4 preferably adopts a planetary gear set structure. The ring gear 41 is connected to the worm wheel, the sun gear 42 is connected to the output shaft of the integrated electric generator 5, and the planet gears 44 are mounted on the planet carrier 43. The planet carrier 43 is connected to the drive shaft 9 and outputs power to the vehicle wheel system.

[0027] The integrated electric generator 5 is connected to its matching energy storage module 6 for absorbing and storing energy during power generation. In this embodiment, the output end of the energy storage module 6 is connected to a backup drive mechanism 61, which is connected to the wheel system via a drive motor, a spur gear set, a bevel gear set, and a differential 100. In actual use, in emergency situations (such as when neither the integrated electric generator 5 nor the engine 1 can provide power), the energy storage module 6 drives the wheel system through the backup drive mechanism 61. Under normal driving conditions, the engine 1 transmits power to the gear ring 41 of the split hybrid mechanism 4 via the worm gear mechanism 2. The integrated electric generator 5 can participate in power output depending on the operating conditions. The two power sources are torque-coupled in the split hybrid mechanism 4 and output to the wheel system via the planetary carrier 43.

[0028] Specifically, please combine them together. Figure 1 and Figure 6 As shown, the differential 100 includes a driving bevel gear 101 connected to the output end of the drive shaft 9, a driven bevel gear 102, a transmission frame 103 connected to the driven bevel gear 102, two second planetary gears 104 disposed on both sides of the transmission frame 103, and a second sun gear 105 meshing with the two second planetary gears 104 respectively. The two second sun gears 105 are respectively connected to two wheel half-shafts 106 on both sides. The other end of the wheel half-shaft 106 is used to connect to the wheel. The second planetary gear 104 and the second sun gear 105 are both bevel gears.

[0029] The power transmission path of the differential 100 in actual use is as follows: driving bevel gear 101 - driven bevel gear 102 - transmission frame 103 - second planetary gear 104 - second sun gear 105 - wheel half shaft 106 - wheel.

[0030] During vehicle braking or deceleration, the inertial torque of the wheel system is transmitted to the planetary carrier 43 via the drive shaft 9, and then the sun gear 42 drives the second linkage gear set 34 to rotate. The second linkage gear set 34 drives the rotor of the integrated electric generator 5 to rotate via the second transmission shaft. At this time, the torque and speed of the integrated electric generator 5 are in the opposite direction, generating electricity and converting braking energy into electrical energy, which is then fed back to the energy storage module. Due to the self-locking characteristic of the worm gear mechanism 2, the engine 1 remains isolated throughout the process, effectively preventing energy backflow loss. This implementation method ensures the independence of the engine 1 while achieving efficient recovery of wheel braking energy, and has the advantages of compact structure, sensitive response, reasonable power distribution, and lower energy consumption.

[0031] Specifically, the transmission mechanism 3 described in this embodiment includes a first transmission shaft 31 and a first linkage gear set located between the output end of the worm gear mechanism 2 and the split-flow hybrid mechanism 4, for effectively transmitting the output torque of the engine 1 to the split-flow hybrid mechanism 4. One end of the first transmission shaft 31 is connected to the worm gear output shaft by a key, and the other end is fixedly connected to the driving bevel gear. The driving bevel gear meshes with the driven bevel gear, which is arranged perpendicular to the axis of the input end of the split-flow hybrid mechanism 4, to form a bevel gear set.

[0032] To optimize power transmission efficiency and achieve transmission matching under different vehicle speeds and load conditions, this embodiment employs a variable transmission ratio bevel gear set structure. The driving bevel gear is axially movable and mounted on the first transmission shaft 31 via a sliding sleeve. The sliding sleeve and the driving bevel gear achieve rotational transmission through a spline engagement, and the axial movement can be controlled by an external actuator (such as a hydraulic cylinder or a motor-driven screw actuator). The driven bevel gear has a tooth surface designed as a composite tooth profile of involute and circular arc, with a tooth surface width sufficient to allow continuous contact and meshing at different positions within the sliding engagement range. When the sliding sleeve moves axially on the transmission shaft, the meshing circle position of the driving and driven bevel gear changes, and the actual transmission ratio changes accordingly, thereby achieving continuous adjustment of the speed and torque output from engine 1 to the split hybrid mechanism 4.

[0033] In actual operation, the torque output from engine 1 is transmitted to the worm gear, then from the worm wheel to the first drive shaft 31, and finally to the gear ring 41 end of the hybrid mechanism 4 via a variable transmission ratio bevel gear set. The position of the sliding sleeve is dynamically adjusted by the system control unit according to the current operating state of the vehicle (such as vehicle speed, load, and slope), thereby achieving switching between different transmission ratios and ensuring that engine 1 is always in the optimal operating range. This implementation method, by introducing a variable transmission ratio bevel gear set, effectively improves the transmission efficiency and power response performance of the hybrid system, reduces the energy consumption and mechanical losses of the vehicle under different operating conditions, and has the advantages of ingenious structural design, feasible manufacturing, and simple operation and control.

[0034] Specifically, the transmission mechanism 3 in this embodiment further includes a second transmission shaft and a second linkage gear set 34 disposed between the integrated electric generator 5 and the split-flow hybrid mechanism 4, for achieving efficient power transmission between the integrated electric generator 5 and the split-flow hybrid mechanism 4. The rotor shaft end of the integrated electric generator 5 is connected to the second transmission shaft via a spline. A first side gear is installed at the other end of the second transmission shaft. The first side gear meshes with the second side gear fixedly installed on the input end axis of the split-flow hybrid mechanism 4 to form the second linkage gear set 34. This gear set is a spur gear transmission type with parallel axes and an asymmetrical tooth profile to improve meshing accuracy and reduce backlash. The first side gear is designed with a pressure angle of 25°, and the second side gear has a pressure angle of 20°. The meshing forms an asymmetrical tooth pair, effectively controlling the transmission rigidity in the power output direction.

[0035] To further eliminate backlash impacts in the gear pair during startup and reversal, a preload spring, preferably a wave spring, is provided on one side of the second gear or the first gear. The axial preload keeps the two gears in close mesh along one side, thereby avoiding power backlash caused by tooth backlash.

[0036] During operation, when the system is in drive mode, the energy storage module supplies power to the electric generator 5 via the electronic control inverter 72. The rotor output power is transmitted to the sun gear 42 of the split hybrid mechanism 4 via the second transmission shaft and the asymmetric backlash-free spur gear set, thereby realizing the motor auxiliary drive function.

[0037] When the vehicle decelerates or brakes, the sun gear 42 is driven in the opposite direction by the planetary carrier 43, causing the integrated electric generator 5 to rotate in the opposite direction and enter the power generation mode, with electrical energy fed back to the energy storage module. Through the asymmetrical tooth profile and spring preload structure, the gear pair is ensured to always mesh tightly during bidirectional operation, reducing wear and noise and improving the transmission stability of the system.

[0038] The design features a compact structure and a clear transmission path. By using asymmetrical tooth profiles and a preload mechanism, it addresses the response delay and wear issues caused by reverse impact in traditional spur gears, thereby improving the reliability and service life of the entire hybrid system under complex operating conditions.

[0039] Specifically, the hybrid mechanism 4 described in this embodiment adopts a standard three-element planetary gear structure, which includes a gear ring 41 connected to the output end of the worm gear mechanism 2, a sun gear 42 connected to the integrated electric generator 5 via a second linkage gear set 34, a planet carrier 43 coaxially connected to the drive shaft 9, and multiple planetary gears 44 disposed on the planet carrier 43. The gear ring 41 is rigidly connected to the worm gear of the worm gear mechanism 2 via bolt flanges. The sun gear 42 is connected to the output shaft of the integrated electric generator 5 via a second drive shaft and a second linkage gear set 34 to ensure precise control of the power input end. Multiple planetary gears 44 are evenly distributed and installed on the planet carrier 43 and mesh with the sun gear 42 and the gear ring 41. The rotation shafts of the planetary gears 44 are supported in the planet carrier 43 by needle roller bearings.

[0040] When the engine 1 is working, its power is transmitted to the end of the gear ring 41 through the worm gear mechanism 2. The electric generator 5 can output auxiliary torque synchronously through the sun gear 42 according to the control requirements. The two power inputs are combined in the planetary gear pair, and the output is driven by the planetary gear 44 to the planet carrier 43. It is transmitted to the drive shaft 9 through the first coupling 45 and finally drives the wheel.

[0041] The integrated electric generator 5 recovers energy during deceleration or braking. Its power generation principle is as follows: When the vehicle decelerates or brakes, the inertia of the wheel system still drives the drive shaft 9 to rotate. This rotation drives the sun gear 42 to rotate via the planet carrier 43 connected to the planetary gear set. The sun gear 42 then drives the rotor of the integrated electric generator 5 to rotate via the second transmission shaft. The integrated electric generator 5 contains a permanent magnet rotor and stator windings. When the rotor rotates due to the inertial torque transmitted from the wheels, relative motion occurs between it and the stator, cutting the magnetic lines of force in the stator windings. According to Faraday's law of electromagnetic induction, an induced electromotive force in the stator coils is generated in the opposite direction. At this time, the system switches the motor to power generation mode through the electronic control unit, and the inverter 72 adjusts the connection method of the three-phase windings inside the integrated electric generator 5, rectifying the induced energy into direct current and feeding it back to the energy storage module.

[0042] The electromagnetic damping effect during power generation generates an anti-electromagnetic torque in the opposite direction to the vehicle's rotational speed, counteracting part of the vehicle's inertial rotation. This achieves partial recovery of braking energy and improves vehicle braking stability. This power generation mode not only improves energy efficiency and reduces brake wear, but also achieves efficient conversion of traditional kinetic energy into reusable electrical energy, making it a core component of energy-saving and environmentally friendly hybrid power systems.

[0043] To reduce output pulsation caused by the meshing clearance between planetary gear 44 and ring gear 41, and torque fluctuation of sun gear 42, this embodiment provides a flexible coupling between planetary carrier 43 and drive shaft 9. The coupling preferably adopts a rubber-coated structure or a metal elastic sheet structure to absorb high-frequency torque disturbances and smooth the transmission effect.

[0044] Meanwhile, a torque limiter is set between the end of the drive shaft 9 and the output of the split hybrid mechanism 4. It includes an active disc fixed on the planetary carrier 43 and a driven disc pre-pressed and engaged by a spring mechanism. When the output torque of the drive shaft 9 exceeds the set threshold, the friction pair slips, limiting the maximum torque transmitted to the wheel, thus providing overload protection and wheel slippage protection.

[0045] This solution utilizes a composite power output form of planetary gear sets to ensure stable drive output while incorporating coupling buffering and torque limiter protection mechanisms, effectively improving system operational smoothness, safety, and reliability. It is particularly suitable for complex road conditions and urban traffic scenarios with frequent starts and stops.

[0046] Specifically, the hybrid device described in this embodiment has an integrated split-type heat dissipation shell 8 on the outside of the engine 1, the electric generator 5, the worm gear mechanism 2, the transmission mechanism 3 and the split hybrid mechanism 4, which is used to improve the thermal stability of each high-heat component in the system during long-term compound drive and frequent energy recovery.

[0047] The heat dissipation housing includes an inner housing 81 and an outer housing 82 covering the outside of it, with an annular or partially grooved cavity gap between the two. The outer housing 82 is made of high thermal conductivity aluminum alloy, and heat dissipation fins 821 perpendicular to the surface of the outer housing 82 are evenly distributed on its surface. The fins adopt a stamping structure and are arranged along the airflow direction to enhance the natural convection heat dissipation effect.

[0048] The inner housing 81 fits snugly against the aforementioned core components. Inside its structure are spiral or parallel-connected cooling channels 811, the cross-section of which can be semi-circular or rectangular, allowing for continuous circulation of external coolant (such as a water-glycol mixture). The coolant is connected to the vehicle's cooling system through inlet and outlet pipes on both sides of the housing, and is forced to flow by a water pump, achieving efficient heat conduction and dissipation. The space between the inner housing 81 and each power component is filled with thermally conductive silicone pads or copper heat sinks, effectively reducing thermal resistance and improving cooling efficiency.

[0049] Under continuous vehicle operation, especially during frequent start-stop and energy recovery conditions of hybrid systems, this cooling system can quickly remove heat generated by power transmission, electromagnetic power generation, and gear meshing, maintaining a stable system operating temperature and preventing problems such as overheating of the 5 coils of the integrated electric generator, deterioration of lubricating oil, and abnormal meshing caused by gear expansion, thus ensuring the system's thermal life and long-term reliability.

[0050] This solution effectively controls thermal management risks by combining a dual-layer heat dissipation structure with liquid cooling and natural convection. At the same time, it utilizes the principle of electromagnetic induction to achieve precise recovery of braking energy, improving the energy utilization rate of the vehicle and the thermal reliability of the system, and has significant practical value and engineering application prospects.

[0051] The overall working process of the hybrid device is described below with reference to specific embodiments of the present invention:

[0052] In the power transmission path, the output torque of engine 1 is transmitted to the worm gear via a flange connection. The worm gear meshes with the worm wheel to form a worm wheel-worm gear mechanism 2, achieving unidirectional torque transmission. The rotational output of the worm wheel is transmitted to the driving bevel gear via the first drive shaft 31, and then the power is input to the gear ring 41 end of the split hybrid mechanism 4 through the first linkage bevel gear set with an adjustable transmission ratio. During this process, the system adjusts the axial position of the sliding sleeve according to the current vehicle operating state to change the transmission ratio and achieve efficient matching output of engine 1 power.

[0053] In the hybrid power output path, the integrated electric generator 5 operates powered by the energy storage module during vehicle acceleration or high load conditions. Its rotor outputs torque to the sun gear 42 of the split hybrid mechanism 4 via the second drive shaft and an asymmetric backlash-free spur gear set. Together with the ring gear 41, the sun gear 42 drives the planetary gear 44 to rotate, and finally outputs the combined power to the drive shaft 9 through the planetary carrier 43. The output of the planetary carrier 43 is buffered by the first coupling 45 and then transmitted to the wheel system, realizing dual-source composite power drive. In this process, the first coupling 45 effectively absorbs gear meshing fluctuations, smooths torque output, and ensures drive stability.

[0054] In power generation mode, when the vehicle decelerates or brakes, the inertia of the wheels causes the drive shaft 9 to continue rotating. This motion acts on the sun gear 42 via the planetary carrier 43, and the sun gear 42 drives the rotor of the integrated electric generator 5 to rotate through the second linkage gear set 34. Since the integrated electric generator 5 has a permanent magnet rotor and stator coils inside, the rotor's rotation cuts magnetic lines of force, inducing an electromotive force in the stator. After the control system switches to power generation mode, the induced current is rectified and fed back to the energy storage module for storage, forming a closed-loop energy recovery system. During this process, because the direction of the anti-electromagnetic torque generated by power generation is opposite to the wheel speed, it can provide a certain degree of resistive braking, assisting in vehicle braking and improving energy recovery efficiency.

[0055] During operating mode switching, the control system uses inverter 72 to regulate the seamless switching between electric and generator states of the integrated electric generator 5, ensuring that the hybrid unit automatically determines whether to supply or absorb energy based on driving needs. Simultaneously, a torque limiter is located at the end of the drive shaft 9, triggering slippage under abnormal impacts or sudden load changes to prevent overload torque from being transmitted to the wheel system, thus improving overall safety.

[0056] This scheme constructs a compact, well-defined hybrid power system with efficient energy transmission and recovery. It achieves dual-power coupling through a planetary gear set, unidirectional output of engine 1 through a worm gear mechanism 2, and bidirectional energy flow control through an integrated electric generator 5. Combined with a variable transmission ratio structure, asymmetric gear set, flexible coupling, and torque limiting mechanism, it comprehensively improves the system's response sensitivity, transmission efficiency, operational stability, and service life, demonstrating significant engineering practical value and economic and energy-saving effects.

[0057] The above description is only a preferred embodiment of this utility model. For those skilled in the art, there will be changes in the specific implementation method and application scope based on the idea of ​​this utility model. The content of this specification should not be construed as a limitation of this utility model.

Claims

1. A hybrid device with energy recovery function, characterized in that: The system includes an engine (1), a drive shaft (9) used in conjunction with the engine (1), and an integrated electric generator (5) disposed between the engine (1) and the drive shaft (9). The integrated electric generator (5) is connected to an energy storage module (6). It also includes a worm gear mechanism (2), a split-flow hybrid mechanism (4), and a transmission mechanism (3). The transmission mechanism (3) links the split-flow hybrid mechanism (4) and the worm gear mechanism (2), and the transmission mechanism (3) links the split-flow hybrid mechanism (4) and the integrated electric generator (5). The worm at the input end of the worm gear mechanism (2) is connected to the output end of the engine (1). The hybrid mechanism (4) has two split input ends that are respectively connected to the output ends of the worm gear mechanism (2) and the electric generator (5). The output end of the hybrid mechanism (4) is connected to the wheel system of the external vehicle via the drive shaft (9). The worm of the worm gear mechanism (2) is configured to receive only the torque input from the engine (1). During vehicle deceleration or braking, the inertial braking torque generated by the wheel system drives the electric generator (5) to generate electricity via the drive shaft (9) and the hybrid mechanism (4). The generated energy of the electric generator (5) is stored via the energy storage module (6).

2. The hybrid device with power recovery function according to claim 1, characterized in that: The transmission mechanism (3) includes a first transmission shaft (31) and a first linkage gear set disposed between the worm gear mechanism (2) and the split hybrid mechanism (4). The first linkage gear set is a bevel gear set. The torque output by the power output end of the engine (1) is output to the split hybrid mechanism (4) via the first transmission shaft (31) and the first linkage gear set.

3. The hybrid device with power recovery function according to claim 1, characterized in that: The transmission mechanism (3) further includes a second transmission shaft and a second linkage gear set (34) disposed between the electric generator (5) and the hybrid mechanism (4). The second linkage gear set (34) is a spur gear set. The rotor of the electric generator (5) is connected to the second transmission shaft. The electric generator (5) outputs power to the hybrid mechanism (4) via the second transmission shaft and the second linkage gear set (34).

4. The hybrid device with power recovery function according to claim 1, characterized in that: The hybrid mechanism (4) is a planetary gear set, which includes a gear ring (41) connected to the worm gear of the worm gear mechanism (2), a sun gear (42) connected to the power output end of the electric generator (5), a planet carrier (43) connected to the drive shaft (9), and planet gears (44) meshing between the sun gear (42) and the gear ring (41). The planet gears (44) are mounted on the planet carrier (43). When the engine (1) drives the gear ring (41) via the worm gear mechanism (2) and the electric generator (5) drives the sun gear (42), the planet gears (44) are linked to the planet carrier (43) to output the composite power to the drive shaft (9). During vehicle deceleration or braking, the inertial braking torque of the wheel system drives the electric generator (5) to generate electricity in sequence via the drive shaft (9), the planet gears (44) and the sun gear (42).

5. The hybrid device with power recovery function according to claim 4, characterized in that: A first coupling (45) is provided between the planetary carrier (43) and the drive shaft (9). The first coupling (45) is used to reduce the torque fluctuation transmitted from the planetary carrier (43) to the drive shaft (9).

6. The hybrid device with power recovery function according to claim 1, characterized in that: The hybrid device also includes a power control system (7) electrically connected to the electric generator (5) and the energy storage module (6); the power control system (7) includes a controller (71) and an inverter (72). When the electric generator (5) is in electric mode, the inverter (72) obtains power from the energy storage module so that the electric generator (5) discharges and outputs torque to the split hybrid mechanism (4); when the vehicle decelerates or is in the braking process, the wheel system drives the electric generator (5) through the split hybrid mechanism (4) so ​​that the torque and speed of the rotor of the electric generator (5) are opposite to generate electricity.

7. The hybrid device with power recovery function according to claim 2, characterized in that: The first linkage gear set is a variable transmission ratio bevel gear set. The variable transmission ratio bevel gear set includes a driving bevel gear that is connected to the first transmission shaft (31), a driven bevel gear that is connected to one input end of the split hybrid mechanism (4), and a sliding sleeve that is sleeved on the first transmission shaft (31) by a spline. The tooth surface of the driven bevel gear is an involute circular arc compound tooth profile. When the sliding sleeve moves axially, the meshing position of the driving bevel gear and the driven bevel gear changes, thereby adjusting the transmission ratio.

8. The hybrid device with power recovery function according to claim 1, characterized in that: The hybrid device also includes a split-type heat dissipation shell (8) covering the electric generator (5), engine (1), worm gear mechanism (2), transmission mechanism (3) and split-flow hybrid mechanism (4); the split-type heat dissipation shell (8) includes an inner shell (81) and an outer shell (82) covering the outside of the inner shell (81), a gap is provided between the inner shell (81) and the outer shell (82), heat dissipation fins (821) are provided on the outside of the outer shell (82), and a cooling channel (811) for external coolant to flow through is provided inside the inner shell (81).

9. The hybrid device with power recovery function according to claim 4, characterized in that: A torque limiter is provided between the power input end of the drive shaft (9) and the output end of the split hybrid mechanism (4). The torque limiter includes an active disc connected to the planetary carrier (43) and a driven disc that elastically abuts against the active disc. When the torque of the drive shaft (9) exceeds a preset threshold, the driven disc slides relative to the active disc to limit the maximum torque transmitted to the wheel system.

10. The hybrid device with energy recovery function according to claim 3, characterized in that: The second linkage gear set (34) is an asymmetric backlash-free spur gear set. The asymmetric backlash-free spur gear set includes a first side gear connected to the second transmission shaft, a second side gear connected to one input end of the flow splitting and hybrid mechanism (4), and a preload spring disposed on one side of the second side gear or the first side gear. The preload spring is used to make the first side gear and the second side gear fit tightly together on one side.

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