An integrated connection structure for engine and motor

Abstract

This utility model discloses an integrated connection structure for an engine and a motor, which includes key components such as an engine, a clutch, and a permanent magnet motor. During normal driving and when the battery has power, the clutch disengages, and the vehicle is driven by the permanent magnet motor. When the battery is depleted, the clutch engages, the engine starts, and the de-energized permanent magnet motor generates electricity, driving the drive shaft. To address the issue of high engine block temperature affecting the clutch and motor, a dedicated cooling device is included. A heat-conducting ring surrounds the clutch to conduct heat to the jacket, thermally conductive silicone oil inside the jacket assists in heat dissipation, and cooling fins increase the heat dissipation area. In the cooling components, a micro-pump drives coolant circulation, a semiconductor refrigeration chip cools the coolant, and a cooling fan dissipates heat from the heating end. This structure enables flexible switching between electric and hybrid modes, effectively reduces the impact of high engine temperature on key components, and improves system stability and reliability.

Description

Technical Field

[0001] This utility model relates to the field of auxiliary equipment technology for hybrid vehicle engines, specifically to an integrated connection structure for an engine and a motor. Background Technology

[0002] In the field of range-extended vehicle powertrain systems, the connection method and collaborative working mode of the engine and electric motor, as the two core power sources, have always been key to technological development. Early on, the engine and electric motor were mostly independent drive systems, lacking effective integration and coordination. This resulted in less smooth power switching under different operating conditions and lower energy efficiency. With technological advancements, simple hybrid connection structures emerged, but these had numerous problems. In hybrid mode, when the engine participates in driving, the high temperature generated by its cylinder block is rapidly transferred to the connected clutch. Due to the lack of effective heat insulation and cooling measures, the clutch is constantly exposed to a high-temperature environment, causing the performance of its friction plate materials to gradually deteriorate. This leads to unstable clutch engagement, slippage, or even failure, affecting the reliability of power transmission.

[0003] Meanwhile, the high temperature will be further conducted to the electric motor through the clutch. The permanent magnets inside the electric motor are prone to demagnetization at high temperatures, reducing the performance and efficiency of the electric motor and shortening its service life. Moreover, in the traditional structure, when the battery is depleted and the engine drives the electric motor to generate electricity and propel the vehicle, it is impossible to effectively balance the needs of power generation and heat dissipation. This leads to a significant reduction in the overall stability and reliability of the system, making it difficult to meet the requirements of modern automobiles for efficient and stable power. Therefore, those skilled in the art propose an integrated connection structure for the engine and electric motor that can solve the temperature rise problem of the integrated structure. Utility Model Content

[0004] The purpose of this utility model is to provide a technical solution for an integrated connection structure of an engine and an electric motor, thereby addressing the shortcomings mentioned in the background art. To overcome the drawbacks and defects described in the background art, this technical solution includes the following:

[0005] It includes an engine, a clutch connected to the power output end of the engine, a permanent magnet motor connected to the power output end of the clutch, a jacket component wrapped around the outer surface of the clutch, and a cooling component fixedly connected to the top surface of the jacket component.

[0006] The jacket component includes a heat-conducting ring that is wrapped and fixed on the outer ring surface of the clutch, and a jacket that is fixedly connected to the outer ring surface of the heat-conducting ring. Several heat dissipation fins are fixed in a ring array on the outer ring surface of the jacket.

[0007] The cooling component includes a miniature water pump fixed to the top surface of the jacket, and metal tubes connected to the inlet and outlet ports on the left and right sides of the miniature water pump. A metal flat box is fixed to the middle section of each metal tube, and a semiconductor cooling chip is fixed to the top of the metal flat box. A cooling fan is fixed to the heating end face of the semiconductor cooling chip.

[0008] As a preferred embodiment of this utility model: after the clutch plates of the clutch are coupled, the power output shaft of the engine drives the internal rotor of the permanent magnet motor to rotate after the power is cut off, thereby generating electricity and driving the car drive shaft.

[0009] As a preferred embodiment of this utility model: the inner surface of the heat-conducting ring is provided with a groove that is compatible with the outer ring surface of the clutch.

[0010] As a preferred embodiment of this utility model: the jacket has an annular cavity inside, and the annular cavity is filled with thermally conductive silicone oil.

[0011] As a preferred embodiment of this utility model: the top surface of the jacket is provided with a through hole for the metal tube to pass through, and a sealing ring is installed inside the through hole.

[0012] As a preferred embodiment of this utility model, the internal space of the metal flat box is interconnected with the internal cavity of the metal tube.

[0013] As a preferred embodiment of this utility model, the cooling end face of the semiconductor refrigeration chip is in close contact with the upper surface of the metal flat box.

[0014] The technical effects and advantages provided by this utility model in the above technical solution are as follows:

[0015] In terms of hybrid mode switching, when the battery has power, the clutch disengages, and the electric motor independently drives the vehicle; when the battery is depleted, the clutch engages, the engine drives the electric motor to generate electricity and drive the drive shaft, achieving synchronous power generation and driving, meeting the vehicle's operating needs under different battery levels. Significant progress is made in cooling. A heat-conducting ring tightly wraps around the clutch, quickly transferring heat to the jacket. Thermally conductive silicone oil inside the jacket helps to evenly distribute heat, and cooling fins increase the heat dissipation area for initial cooling. Within the cooling components, a micro-pump drives coolant circulation, a semiconductor cooling chip cools the coolant, and a cooling fan exhausts heat from the heating end, further enhancing the cooling effect. This effectively prevents high engine block temperatures from being transferred to the clutch and electric motor, ensuring stable performance of all components, extending their service life, and improving the reliability and practicality of the entire integrated connection structure. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this utility model. For those skilled in the art, other drawings can be obtained based on these drawings.

[0017] Figure 1 This is a schematic diagram of the overall structure of the hybrid engine unit;

[0018] Figure 2 This is an exploded view of the hybrid engine unit;

[0019] Figure 3 This is a schematic diagram of the clutch disassembled.

[0020] Figure 4 This is a schematic diagram of the jacket component;

[0021] Figure 5 This is a partial structural diagram of the cooling component.

[0022] Explanation of reference numerals in the attached figures:

[0023] 1. Engine; 2. Clutch; 3. Jacket assembly; 3-1. Heat-conducting ring; 3-2. Jacket; 3-3. Annular chamber; 3-4. Heat dissipation fins; 4. Permanent magnet motor; 5. Cooling components; 5-1. Miniature water pump; 5-2. Cooling fan; 5-3. Semiconductor cooling chip; 5-4. Metal tube; 5-5. Metal flat box. Detailed Implementation

[0024] To provide a clearer explanation and illustration of the technical solution and implementation of this utility model, several preferred specific embodiments for implementing the technical solution of this utility model are described below. The following description is merely exemplary and not intended to limit the scope, application, or use of this disclosure. It should be understood that in all these drawings, the same or similar reference numerals indicate the same or similar parts and features. The various drawings only schematically illustrate the concept and principle of the embodiments of this disclosure and do not necessarily show the specific dimensions and proportions of the various embodiments of this disclosure. The technical solution of this utility model will be clearly and completely described below in conjunction with embodiments of this utility model. Obviously, the described embodiments are only a part of the embodiments of this utility model.

[0025] Example 1: An integrated connection structure for an engine and a motor, comprising an engine 1, wherein: a gearbox is integrated at the bottom of the engine 1, the output shaft of the gearbox is connected to the power engagement end of a clutch 2, the power output end of the engine 1 is connected to the clutch 2, the power output end of the clutch 2 is connected to a permanent magnet motor 4, a jacket component 3 is wrapped around the outer surface of the clutch 2, and a cooling component 5 is fixed on the top of the jacket component 3. In the jacket component 3, a heat-conducting ring 3-1 is wrapped and fixed to the outer ring surface of the clutch 2, and a groove is provided on its inner side to be coupled and adapted to the outer ring surface of the clutch 2; the jacket 3-2 is fixed to the outer ring surface of the heat-conducting ring 3-1, and an annular cavity 3-3 is opened inside and filled with heat-conducting silicone oil; several heat dissipation fins 3-4 are fixed in an annular array on the outer ring surface; a through hole for a metal tube 5-4 to pass through is opened on the top surface, and a sealing ring is installed in the through hole. In the cooling component 5, the micro water pump 5-1 is fixed on the top surface of the jacket 3-2, the metal tube 5-4 is connected to the liquid inlet and liquid outlet ports on the left and right sides of the micro water pump 5-1, the metal flat box 5-5 is fixed in the middle section of the metal tube 5-4, and its internal space is in communication with the inner cavity space of the metal tube 5-4. The cooling end face of the semiconductor refrigeration chip 5-3 is in close contact with the upper surface of the metal flat box 5-5, and the heat dissipation fan 5-2 is fixed on the heating end face. When the battery has power, clutch 2 disengages, and permanent magnet motor 4 drives the drive shaft to rotate the wheels. When the battery is depleted, clutch 2 engages, and the power output shaft of engine 1 drives the internal rotor of permanent magnet motor 4 (which is de-energized) to rotate, generating electricity and driving the car's drive shaft. At this time, the temperature of engine 1 cylinder block is transferred to clutch 2, heat conduction ring 3-1 conducts heat to jacket 3-2, heat conduction silicone oil assists in heat conduction, and cooling fins 3-4 provide initial heat dissipation. At the same time, micro water pump 5-1 works to circulate coolant in metal pipe 5-4 and metal flat box 5-5, semiconductor refrigeration chip 5-3 cools the coolant, and cooling fan 5-2 dissipates heat from the heating end of semiconductor refrigeration chip 5-3.

[0026] Example 2: An integrated connection structure for an engine and a motor includes an engine 1, a clutch 2, a permanent magnet motor 4, a jacket component 3, and a cooling component 5. A heat-conducting ring 3-1 tightly wraps around the outer ring of the clutch 2, fitting with the outer ring of the clutch 2 via a groove. The jacket 3-2 is fixed to the outer ring of the heat-conducting ring 3-1. The annular chamber 3-3 is filled with thermally conductive silicone oil, and the outer ring heat dissipation fins 3-4 are evenly distributed. A through hole with a sealing ring is opened at the top for a metal tube 5-4 to pass through. A miniature water pump 5-1 of the cooling component 5 is installed on the top of the jacket 3-2, and the metal tube 5-4 connects its inlet and outlet ports. A metal flat box 5-5 is connected to the metal tube 5-4. The cooling end of the semiconductor refrigeration chip 5-3 is attached to the upper surface of the metal flat box 5-5, and a cooling fan 5-2 is installed at the heating end. When the battery is fully charged, clutch 2 disengages and the electric motor drives the vehicle; when the battery is low, clutch 2 engages, engine 1 drives the electric motor to generate electricity and drive the drive shaft. Heat from the engine block is conducted to the jacket 3-2 via heat-conducting ring 3-1. Thermally conductive silicone oil accelerates heat transfer. Cooling fins 3-4 provide natural heat dissipation. Micro water pump 5-1 drives coolant circulation. Semiconductor cooling chip 5-3 reduces coolant temperature. Cooling fan 5-2 exhausts heat from the heating end of semiconductor cooling chip 5-3.

[0027] Example 3: An integrated connection structure for an engine and motor, comprising an engine 1, a clutch 2, a permanent magnet motor 4, a jacket component 3, and a cooling component 5. A heat-conducting ring 3-1 surrounds the outer ring of the clutch 2, achieving a tight connection through grooves; the jacket 3-2 is fixed outside the heat-conducting ring 3-1, and the annular chamber 3-3 is filled with heat-conducting silicone oil. The outer ring cooling fins 3-4 are arranged in a ring, and a sealing ring is installed at the top through-hole to fix the metal tube 5-4. In the cooling component 5, a micro water pump 5-1 is fixed to the top of the jacket 3-2, and the metal tube 5-4 connects its two ends. A metal flat box 5-5 communicates with the inner cavity of the metal tube 5-4. The cooling end of the semiconductor refrigeration chip 5-3 contacts the upper surface of the metal flat box 5-5, and the heating end is equipped with a cooling fan 5-2. When driving normally and with a charged battery, clutch 2 is disengaged, and the electric motor drives the vehicle forward. When the battery is depleted, clutch 2 is engaged, and engine 1 drives the electric motor to generate electricity and drive the drive shaft. Heat from the engine block is transferred to the jacket 3-2 through the heat-conducting ring 3-1. Thermally conductive silicone oil promotes heat diffusion, and cooling fins 3-4 assist in heat dissipation. The micro water pump 5-1 circulates the coolant, the semiconductor cooling chip 5-3 cools the coolant, and the cooling fan 5-2 dissipates the heat from the heating end of the semiconductor cooling chip 5-3.

[0028] Based on the above-described preferred technical solution, the workflow of this technical solution is explained as follows: Under normal driving conditions with a charged battery, clutch 2 is disengaged. At this time, engine 1 can be running or stopped. The permanent magnet motor 4 primarily drives the vehicle's drive shaft, thereby rotating the wheels and achieving electric driving. During this process, since clutch 2 is not engaged, the temperature of the engine block 1 is not significantly transferred to clutch 2 and permanent magnet motor 4. When the battery is depleted, the clutch plates of clutch 2 engage, engine 1 starts, and its power output shaft drives the rotor inside the de-energized permanent magnet motor 4 to rotate. During passive rotation, the permanent magnet motor 4 converts mechanical energy into electrical energy and stores it in the battery. Simultaneously, it drives the vehicle's drive shaft, rotating the wheels, achieving synchronous power generation and driving. During this process, because clutch 2 is in contact with the engine block 1, the temperature of the engine block 1 is transferred to clutch 2, potentially affecting the performance of clutch 2 and the conduction of heat to the permanent magnet motor 4.

[0029] For the cooling process of clutch 2, the heat-conducting ring 3-1 is fixed to the outer ring surface of clutch 2. The groove on its inner surface, which is coupled and adapted to the outer ring surface of clutch 2, can enhance the tightness of contact with clutch 2, thereby more effectively conducting the heat on clutch 2 to itself. The heat-conducting ring 3-1 transfers heat to the jacket 3-2 fixed to its outer ring surface. The annular cavity 3-3 inside the jacket 3-2 is filled with thermally conductive silicone oil. The thermally conductive silicone oil has good thermal conductivity and can help the heat be conducted more evenly and quickly in the jacket 3-2, so that the heat is distributed to all parts of the jacket 3-2. Several heat dissipation fins 3-4 fixed in a ring array on the outer ring surface of the jacket 3-2 increase the heat dissipation area. Through natural convection or forced convection of air, some of the heat on the jacket 3-2 is dissipated to the surrounding environment, achieving initial heat dissipation. Cooling component 5 further cools clutch 2. A miniature water pump 5-1, fixed to the top surface of jacket 3-2, starts operating. Metal pipes 5-4, connected to the inlet and outlet ports on both sides of the miniature water pump 5-1, form a coolant circulation channel. The coolant circulates within the metal pipes 5-4 under the action of the miniature water pump 5-1. The internal space of the metal flat box 5-5, fixed in the middle section of the metal pipe 5-4, is interconnected with the internal cavity of the metal pipe 5-4, allowing coolant to flow through the metal flat box 5-5. A semiconductor cooling chip 5-3, fixed to the top of the metal flat box 5-5, is energized, and its cooling end face is in close contact with the upper surface of the metal flat box 5-5, enabling convection. The coolant in the metal flat box 5-5 is cooled down, reducing the coolant temperature. During the cooling process, the heating end of the semiconductor cooling chip 5-3 generates heat. The cooling fan 5-2 fixed on its heating end is activated to quickly dissipate the heat from the heating end of the semiconductor cooling chip 5-3, ensuring that the semiconductor cooling chip 5-3 can continuously and stably cool. The cooled coolant continues to circulate in the metal pipe 5-4, continuously absorbing the heat from the jacket 3-2, thereby effectively cooling the clutch 2, reducing the impact of the engine 1 cylinder temperature on the clutch 2 and the permanent magnet motor 4, and ensuring the normal operation of the entire engine and motor integrated connection structure.

[0030] The foregoing description only illustrates certain exemplary embodiments of the present invention. Undoubtedly, those skilled in the art can modify the described embodiments in various ways without departing from the spirit and scope of the present invention. Therefore, the above drawings and descriptions are illustrative in nature and should not be construed as limiting the scope of protection of the claims of the present invention.

Claims

1. An engine and motor integrated connection structure comprising an engine (1), characterized in that: The engine (1) is connected to a clutch (2) at its power output end. The clutch (2) is connected to a permanent magnet motor (4) at its power output end. A ring of jacket components (3) is wrapped around the outer surface of the clutch (2). A cooling component (5) is fixedly connected to the top surface of the jacket components (3). The jacket component (3) includes a heat-conducting ring (3-1) that is wrapped and fixed on the outer ring surface of the clutch (2), and a jacket (3-2) that is fixedly connected to the outer ring surface of the heat-conducting ring (3-1). Several heat dissipation fins (3-4) are fixed in a ring array on the outer ring surface of the jacket (3-2). The cooling component (5) includes a miniature water pump (5-1) fixed on the top surface of the jacket (3-2), and a metal tube (5-4) connected to the liquid inlet and liquid outlet ports on the left and right sides of the miniature water pump (5-1). A metal flat box (5-5) is fixed in the middle section of the metal tube (5-4), and a semiconductor cooling chip (5-3) is fixed on the top of the metal flat box (5-5). A heat dissipation fan (5-2) is fixed on the heating end face of the semiconductor cooling chip (5-3).

2. An engine and motor integrated connection structure according to claim 1, characterized in that: After the clutch plates of the clutch (2) are coupled, the power output shaft of the engine (1) drives the internal rotor of the permanent magnet motor (4) after the power is cut off to rotate, thereby generating electricity and driving the car drive shaft.

3. The integrated engine and motor connection structure of claim 1, wherein: The inner surface of the heat-conducting ring (3-1) is provided with a groove that is compatible with the outer ring surface of the clutch (2).

4. The integrated engine and motor connection structure of claim 1, wherein: The jacket (3-2) has an annular chamber (3-3) inside, and the annular chamber (3-3) is filled with thermally conductive silicone oil.

5. The integrated engine and motor connection structure of claim 1, wherein: The top surface of the jacket (3-2) is provided with a through hole for the metal tube (5-4) to pass through, and a sealing ring is installed inside the through hole.

6. The integrated engine and motor connection structure of claim 1, wherein: The internal space of the metal flat box (5-5) is interconnected with the internal space of the metal tube (5-4).

7. The integrated engine and motor connection structure of claim 1, wherein: The cooling end face of the semiconductor cooling chip (5-3) is in close contact with the upper surface of the metal flat box (5-5).

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