Hybrid systems and vehicles

Abstract

This application discloses a hybrid power system and a vehicle. The hybrid power system includes a housing, an engine, a first input shaft, a second input shaft, a first clutch, a second clutch, and a motor. The first input shaft is driven to the output end of the engine along a first direction; the second input shaft is connected to the first input shaft along the first direction; the first clutch is driven to the first input shaft; the second clutch is driven to the second input shaft; the motor is located on the side of the engine facing the first input shaft along the first direction, and the motor includes a bracket with an inner cavity; wherein the first clutch and the second clutch are arranged along the first direction, both of which are driven to the motor, and at least a portion of each is located within the inner cavity; the first clutch and the second clutch are respectively installed at opposite ends of the housing along the first direction. This application can optimize the structural design of the hybrid power system.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a hybrid power system and vehicle. Background Technology

[0002] As national energy requirements become increasingly stringent, new demands are being placed on the energy use of new energy vehicles. Currently, OEMs are racing to develop hybrid systems, but the structural design of current hybrid systems still needs improvement. Utility Model Content

[0003] This application provides a hybrid power system and vehicle for improving and optimizing the structural design of the hybrid power system.

[0004] According to one aspect of this application, a hybrid power system is provided, including a housing, an engine, a first input shaft, a second input shaft, a first clutch, a second clutch, and a motor. The first input shaft is driven to the output end of the engine along a first direction; the second input shaft is connected to the first input shaft along the first direction; the first clutch is driven to the first input shaft; the second clutch is driven to the second input shaft; the motor is disposed along the first direction on the side of the engine facing the first input shaft, the motor including a bracket with an inner cavity; wherein the first clutch and the second clutch are arranged along the first direction, both the first clutch and the second clutch are driven to the motor and both have at least a portion located within the inner cavity, and the first clutch and the second clutch are respectively mounted on opposite ends of the housing along the first direction.

[0005] In some embodiments, the first clutch includes a first hub and a first inner housing, the first inner housing being drive-connected to the first input shaft; the second clutch includes a second hub and a second inner housing, the second inner housing being drive-connected to the second input shaft; the first hub and the second hub are respectively mounted at opposite ends of the housing along the first direction, and the first hub is located on the side of the first inner housing opposite to the second inner housing, and the second hub is located on the side of the second inner housing opposite to the first inner housing.

[0006] In some embodiments, the first clutch further includes a first inner hub connected to the first inner housing, the first inner hub being splinedly connected to the first input shaft; the second clutch further includes a second inner hub connected to the second inner housing, the second inner hub being splinedly connected to the second input shaft.

[0007] In some embodiments, the first clutch further includes a first friction plate and a first steel plate, the first friction plate being fixedly connected to the first inner shell and the first steel plate being fixedly connected to the bracket; the second clutch further includes a second friction plate and a second steel plate, the second friction plate being fixedly connected to the second inner shell and the second steel plate being fixedly connected to the bracket.

[0008] In some embodiments, the first clutch has a first actuation chamber and a first balance chamber that are isolated from each other, and the second clutch has a second actuation chamber and a second balance chamber that are isolated from each other; the housing has a first housing oil passage and a second housing oil passage; the first hub has a first hub oil passage and a second hub oil passage, the first input shaft has a first input shaft oil passage, the first housing oil passage, the first hub oil passage, and the first actuation chamber are sequentially connected, and the first input shaft oil passage, the second hub oil passage, and the first balance chamber are sequentially connected; the second hub has a third hub oil passage and a fourth hub oil passage, the second input shaft has a second input shaft oil passage, the second housing oil passage, the third hub oil passage, and the second actuation chamber are sequentially connected, and the second input shaft oil passage, the fourth hub oil passage, and the second balance chamber are sequentially connected.

[0009] In some embodiments, the hybrid power system further includes a coupling flange, one end of which is connected to the output end of the engine along the first direction, and the other end of which is connected to the first input shaft.

[0010] In some embodiments, the hybrid power system further includes a shock absorber, one end of which is connected to the end of the coupling flange opposite to the engine along the first direction, and the other end of which is connected to the first input shaft.

[0011] In some embodiments, the hybrid power system further includes an intermediate shaft, an output shaft, a drive shaft, and a differential, wherein the intermediate shaft meshes with the second input shaft, the output shaft is drivenly connected to the intermediate shaft, the drive shaft is drivenly connected to the output shaft, and the differential is drivenly connected to the drive shaft.

[0012] In some embodiments, the hybrid power system has a first state, a second state, a third state, and a fourth state; in the first state, the first clutch transmits the power of the engine to the electric motor; in the second state, the second clutch outputs the power of the electric motor through the second input shaft; in the third state, the first clutch transmits a portion of the power of the engine to the electric motor and outputs another portion of the power of the engine through the second clutch and the second input shaft; in the fourth state, the first clutch transmits the power of the engine to the second input shaft through the second clutch, and the second clutch outputs the power of the electric motor through the second input shaft.

[0013] According to another aspect of this application, a vehicle is provided, including the hybrid power system as described above.

[0014] The hybrid power system of this application reduces the overall axial dimension by arranging two clutches side-by-side axially within the bracket cavity of the motor. Simultaneously, mounting the two clutches at opposite ends of the housing increases their support strength. Thus, this application simplifies the structure, reduces size, and lowers cost, achieving structural optimization of the hybrid power system. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 A schematic diagram of a hybrid power system according to an embodiment of this application is shown.

[0017] Figure 2 A partial detail view of a hybrid power system according to an embodiment of this application is shown.

[0018] Figure 3 A partial detail view of a hybrid power system according to an embodiment of this application is shown.

[0019] Figure 4 A partial detail view of a hybrid power system according to an embodiment of this application is shown.

[0020] Explanation of reference numerals in the attached figures: 1. Hybrid power system; 10. Casing; 11. First casing oil passage; 12. Second casing oil passage; 20. Engine; 30. First input shaft; 31. Oil passage for first input shaft; 40. Second input shaft; 41. Oil passage for second input shaft; 50. First clutch; 50a. First actuating chamber; 50b. First balancing chamber; 51. First hub; 511. First hub oil passage; 512. Second hub oil passage; 52. First inner housing; 53. First inner hub; 54. First friction plate; 55. First steel plate; 56. First actuating piston; 57. First balancing piston; 58. First return spring; 60. Second clutch; 60a. Second actuator chamber; 60b. Second balance chamber; 61. Second hub; 611. Third hub oil passage; 612. Fourth hub oil passage; 62. Second inner housing; 63. Second inner hub; 64. Second friction plate; 65. Second steel plate; 66. Second actuator piston; 67. Second balance piston; 68. Second return spring; 70. Motor; 71. Bracket; 711. Inner cavity; 72. Rotor; 73. Stator; 80. Connecting flange; 81. Shock absorber; 90. Intermediate shaft; 91. Output shaft; 92. Drive shaft; 93. Differential; X, the first direction. Detailed Implementation

[0021] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0022] In the following description, when referring to the accompanying drawings, the same numbers in different drawings denote the same or similar elements unless otherwise indicated. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0023] Currently, the structural design of hybrid power systems is becoming increasingly complex and the cost is increasing, which has gradually deviated from the original intention of energy conservation and emission reduction of new energy power systems.

[0024] Based on this, this application provides a hybrid power system that reduces the overall axial dimension by arranging two clutches axially side-by-side within the motor's bracket cavity. Simultaneously, mounting the two clutches at opposite ends of the housing increases their support strength. Thus, this application simplifies the structure, reduces size, and lowers cost, achieving structural optimization of the hybrid power system.

[0025] See Figure 1 and Figure 2In some embodiments, the hybrid power system 1 includes a housing 10, an engine 20, a first input shaft 30, a second input shaft 40, a first clutch 50, a second clutch 60, and a motor 70. The first input shaft 30 is driven to the output end of the engine 20 along a first direction X, and the second input shaft 40 is connected to the first input shaft 30 along the first direction X. Optionally, the first input shaft 30 and the second input shaft 40 are coaxially arranged and rotate relative to each other via bearings. The first clutch 50 is driven to the first input shaft 30, and the second clutch 60 is driven to the second input shaft 40. The motor 70 is located on the side of the engine 20 facing the first input shaft 30 along the first direction X. The motor 70 includes a bracket 71, which has an inner cavity 711. Optionally, the motor 70 includes a stator 73 and a rotor 72. The rotor 72 surrounds the bracket 71 and is interference-fitted with the bracket 71, and the stator 73 surrounds the rotor 72.

[0026] The first clutch 50 and the second clutch 60 are arranged along the first direction X. For example, the axial directions of the first clutch 50 and the second clutch 60 are both parallel to the first direction X. Furthermore, the first clutch 50 and the second clutch 60 can be coaxially arranged. The first clutch 50 and the second clutch 60 are both drive-connected to the motor 70, and both are at least partially located within the inner cavity 711. That is, part or all of the first clutch 50 is located within the inner cavity 711, and part or all of the second clutch 60 is located within the inner cavity 711. The first clutch 50 and the second clutch 60 are respectively installed at opposite ends of the housing 10 along the first direction X, that is, the two ends of the housing 10 along the first direction X respectively provide support for the first clutch 50 and the second clutch 60.

[0027] Based on this, the arrangement of the first clutch 50 and the second clutch 60 makes full use of the space inside the cavity 711 of the motor 70 bracket 71, reducing the overall size and contributing to weight reduction. Simultaneously, the housing 10 provides support for the first clutch 50 and the second clutch 60 at both ends along the first direction X, increasing support strength. Furthermore, the combination of the two clutches with the engine 20 and the motor 70 enables efficient power supply.

[0028] Combination Figures 2-4In some embodiments, the first clutch 50 includes a first hub 51 and a first inner housing 52, the first inner housing 52 being drive-connected to the first input shaft 30. The second clutch 60 includes a second hub 61 and a second inner housing 62, the second inner housing 62 being drive-connected to the second input shaft 40. The first hub 51 and the second hub 61 are respectively mounted at opposite ends of the housing 10 along a first direction X, with the first hub 51 located on the side of the first inner housing 52 opposite to the second inner housing 62, and the second hub 61 located on the side of the second inner housing 62 opposite to the first inner housing 52. Thus, the first hub 51 and the second hub 61 provide support at both ends, increasing support strength while maintaining a small axial dimension.

[0029] In some embodiments, the first clutch 50 further includes a first inner hub 53 connected to the first inner housing 52, and the first inner hub 53 is splinedly connected to the first input shaft 30. The second clutch 60 further includes a second inner hub 63 connected to the second inner housing 62, and the second inner hub 63 is splinedly connected to the second input shaft 40. Thus, power is transmitted between the first input shaft 30 and the first clutch 50 via the first inner hub 53, and power is transmitted between the second input shaft 40 and the second clutch 60 via the second inner hub 63.

[0030] In some embodiments, the first clutch 50 further includes a first friction plate 54 and a first steel plate 55. The first friction plate 54 is fixedly connected to the first inner housing 52 via, for example, a spline connection, and the first steel plate 55 is fixedly connected to the bracket 71 via, for example, a spline connection. Optionally, the first clutch 50 includes a plurality of first friction plates 54 and a plurality of first steel plates 55, which are arranged alternately along a first direction X. The second clutch 60 further includes a second friction plate 64 and a second steel plate 65. The second friction plate 64 is fixedly connected to the second inner housing 62 via, for example, a spline connection, and the second steel plate 65 is fixedly connected to the bracket 71 via, for example, a spline connection. Optionally, the second clutch 60 includes a plurality of second friction plates 64 and a plurality of second steel plates 65, which are arranged alternately along a first direction X. Based on this, power can be transmitted between the first friction plate 54, the first steel plate 55, the first inner shell 52, and the first inner hub 53, as well as between the second friction plate 64, the second steel plate 65, the second inner shell 62, and the second inner hub 63, thereby playing the role of power torque transmission.

[0031] In some embodiments, the first clutch 50 has a first actuation chamber 50a and a first balance chamber 50b that are isolated from each other. The first clutch 50 includes a first actuation piston 56 located in the first actuation chamber 50a and a first balance piston 57 located in the first balance chamber 50b. The second clutch 60 has a second actuation chamber 60a and a second balance chamber 60b that are isolated from each other. The second clutch 60 includes a second actuation piston 66 located in the second actuation chamber 60a and a second balance piston 67 located in the second balance chamber 60b. Further, the first clutch 50 also includes a first return spring 58 located between the first actuation piston 56 and the first balance piston 57, and the second clutch 60 also includes a second return spring 68 located between the second actuation piston 66 and the second balance piston 67.

[0032] The housing 10 is provided with a first housing oil passage 11 and a second housing oil passage 12. The first hub 51 is provided with a first hub oil passage 511 and a second hub oil passage 512. The first input shaft 30 is provided with a first input shaft oil passage 31. The first housing oil passage 11, the first hub oil passage 511, and the first actuation cavity 50a are connected in sequence. The first input shaft oil passage 31, the second hub oil passage 512, and the first balance cavity 50b are connected in sequence. The second hub 61 is provided with a third hub oil passage 611 and a fourth hub oil passage 612. The second input shaft 40 is provided with a second input shaft oil passage 41. The second housing oil passage 12, the third hub oil passage 611, and the second actuation cavity 60a are connected in sequence. The second input shaft oil passage 41, the fourth hub oil passage 612, and the second balance cavity 60b are connected in sequence.

[0033] Based on this, fluid, such as hydraulic oil, can enter and exit the first actuation chamber 50a through the first housing oil passage 11 and the first hub oil passage 511, transmitting pressure to the first actuation piston 56. Adjusting the position of the first actuation piston 56 causes it to move towards the first friction plate 54, deforming the friction plate 54 and bringing it into contact with the first steel plate 55, thus achieving power transmission. Similarly, fluid can enter and exit the first balance chamber 50b through the first input shaft oil passage 31 and the second hub oil passage 512, and, combined with the elastic force of the first return spring 58, adjust the position of the first balance piston 57. Fluid can enter and exit the second actuation chamber 60a through the second housing oil passage 12 and the third hub oil passage 611, adjusting the position of the second actuation piston 66. Fluid can enter and exit the second balance chamber 60b through the second input shaft oil passage 41 and the fourth hub oil passage 612, and, combined with the elastic force of the second return spring 68, adjust the position of the second balance piston 67. This achieves the state adjustment of the first clutch 50 and the second clutch 60.

[0034] See Figure 1 and Figure 2In some embodiments, the hybrid power system 1 further includes a connecting flange 80, one end of which is connected to the output end of the engine 20 along a first direction X, and the other end is connected to the first input shaft 30. Based on this, a flange of appropriate type can be selected for connection according to connection requirements, thereby improving connection stability.

[0035] In some embodiments, the hybrid power system 1 further includes a shock absorber 81, one end of which is connected to the end of the coupling flange 80 opposite to the engine 20 along a first direction X, and the other end is connected to the first input shaft 30. This improves the stability of power transmission.

[0036] In some embodiments, the hybrid power system 1 further includes an intermediate shaft 90, an output shaft 91, a drive shaft 92, and a differential 93. The intermediate shaft 90 meshes with the second input shaft 40, the output shaft 91 is drivenly connected to the intermediate shaft 90, the drive shaft 92 is drivenly connected to the output shaft 91, and the differential 93 is drivenly connected to the drive shaft 92. Based on this, the power transmitted by the second input shaft 40 is transmitted to the two wheels of the vehicle via the intermediate shaft 90, output shaft 91, drive shaft 92, and differential 93.

[0037] In some embodiments, the hybrid system 1 has a first state, a second state, a third state, and a fourth state. In the first state, the first clutch 50 transmits power from the engine 20 to the electric motor 70, thereby generating electricity for the electric motor 70 using the engine 20, thus charging the vehicle battery. That is, the first state is a power generation mode where the first clutch 50 is engaged and the second clutch 60 is disengaged. In the second state, the second clutch 60 outputs power from the electric motor 70 through the second input shaft 40. That is, the second state is an EV mode where the first clutch 50 is disengaged and the second clutch 60 is engaged. In the third state, the first clutch 50 transmits a portion of the power from the engine 20 to the electric motor 70 and outputs another portion of the power from the engine 20 through the second clutch 60 and the second input shaft 40. That is, the third state is a hybrid mode where both the first clutch 50 and the second clutch 60 are engaged. In the fourth state, the first clutch 50 transmits power from the engine 20 to the second input shaft 40 through the second clutch 60, and simultaneously, the second clutch 60 also outputs power from the electric motor 70 through the second input shaft 40. That is, the fourth state is a dual-power mode where both the first clutch 50 and the second clutch 60 are engaged. Based on this, the hybrid power system 1 of this embodiment can achieve efficient charging and EV (Electric Vehicle) drive.

[0038] Based on the same inventive concept, this application also provides a vehicle including the hybrid power system of the above embodiments.

[0039] Furthermore, the vehicle also includes a body and wheels mounted on the bottom of the body, with the hybrid system integrated with the wheels. In the first state, the engine generates electricity for the electric motor, and the wheels and body are not driven. In the second state, the electric motor transmits power to the wheels via the second input shaft, intermediate shaft, output shaft, drive shaft, and differential, thus moving the body. In the third state, a portion of the engine's power is used to generate electricity for the electric motor, while the remaining power is transmitted to the wheels via the second input shaft, intermediate shaft, output shaft, drive shaft, and differential, thus moving the body. In the fourth state, the power provided by the engine and electric motor is transmitted to the wheels via the second input shaft, intermediate shaft, output shaft, drive shaft, and differential, thus moving the body.

[0040] In the description of this application, it should be understood that the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances. Furthermore, in the description of this application, unless otherwise stated, "multiple" means at least two, for example, two, three, four, etc. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship.

[0041] The above-disclosed embodiments are merely preferred embodiments of this application and should not be construed as limiting the scope of this application. Therefore, any equivalent variations made in accordance with the claims of this application shall still fall within the scope of this application.

Claims

1. A hybrid power system, characterized in that, include: case; engine; The first input shaft is connected to the output end of the engine along a first direction; The second input shaft is connected to the first input shaft along the first direction; The first clutch is connected to the first input shaft via a transmission. The second clutch is connected to the second input shaft for transmission. An electric motor is disposed along the first direction on the side of the engine facing the first input shaft, the electric motor includes a bracket, the bracket having an inner cavity; The first clutch and the second clutch are arranged along the first direction. Both the first clutch and the second clutch are driven to the motor and both are located at least partially inside the inner cavity. The first clutch and the second clutch are respectively installed at opposite ends of the housing along the first direction.

2. The hybrid power system according to claim 1, characterized in that, The first clutch includes a first hub and a first inner housing, the first inner housing being drively connected to the first input shaft; The second clutch includes a second hub and a second inner housing, the second inner housing being drive-connected to the second input shaft; The first hub and the second hub are respectively installed at opposite ends of the housing along the first direction, and the first hub is located on the side of the first inner shell away from the second inner shell, and the second hub is located on the side of the second inner shell away from the first inner shell.

3. The hybrid power system according to claim 2, characterized in that, The first clutch further includes a first inner hub connected to the first inner housing, and the first inner hub is splinedly connected to the first input shaft; The second clutch also includes a second inner hub connected to the second inner housing, the second inner hub being splinedly connected to the second input shaft.

4. The hybrid power system according to claim 3, characterized in that, The first clutch further includes a first friction plate and a first steel plate, the first friction plate being fixedly connected to the first inner shell, and the first steel plate being fixedly connected to the bracket; The second clutch further includes a second friction plate and a second steel plate, the second friction plate being fixedly connected to the second inner shell, and the second steel plate being fixedly connected to the bracket.

5. The hybrid power system according to claim 2, characterized in that, The first clutch is provided with a first actuating chamber and a first balancing chamber that are isolated from each other, and the second clutch is provided with a second actuating chamber and a second balancing chamber that are isolated from each other; The housing is provided with a first housing oil passage and a second housing oil passage; The first hub is provided with a first hub oil passage and a second hub oil passage, the first input shaft is provided with a first input shaft oil passage, the first housing oil passage, the first hub oil passage and the first actuation cavity are connected in sequence, and the first input shaft oil passage, the second hub oil passage and the first balance cavity are connected in sequence. The second hub is provided with a third hub oil passage and a fourth hub oil passage, the second input shaft is provided with a second input shaft oil passage, the second housing oil passage, the third hub oil passage and the second execution cavity are connected in sequence, and the second input shaft oil passage, the fourth hub oil passage and the second balance cavity are connected in sequence.

6. The hybrid power system according to claim 1, characterized in that, The hybrid power system also includes a connecting flange, one end of which is connected to the output end of the engine along the first direction, and the other end of which is connected to the first input shaft.

7. The hybrid power system according to claim 6, characterized in that, The hybrid power system also includes a shock absorber, one end of which is connected to the end of the coupling flange opposite to the engine along the first direction, and the other end of which is connected to the first input shaft.

8. The hybrid power system according to claim 1, characterized in that, The hybrid power system further includes an intermediate shaft, an output shaft, a drive shaft, and a differential. The intermediate shaft meshes with the second input shaft, the output shaft is driven by the intermediate shaft, the drive shaft is driven by the output shaft, and the differential is driven by the drive shaft.

9. The hybrid power system according to claim 1, characterized in that, The hybrid power system has a first state, a second state, a third state, and a fourth state; In the first state, the first clutch transmits the power of the engine to the electric motor; In the second state, the second clutch outputs the power of the motor through the second input shaft; In the third state, the first clutch transmits a portion of the engine's power to the electric motor, and outputs another portion of the engine's power through the second clutch and the second input shaft; In the fourth state, the first clutch transmits the power of the engine to the second input shaft output via the second clutch, and the second clutch outputs the power of the electric motor via the second input shaft.

10. A vehicle, characterized in that, Including the hybrid power system as described in any one of claims 1-9.

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