Hybrid system and vehicle

Abstract

The application provides a hybrid power system and a vehicle, the hybrid power system comprising a power output assembly, a differential, a first gear shifting assembly and a second gear shifting assembly, the power output assembly being selectively combined with the first gear shifting assembly or the second gear shifting assembly to realize gear shifting function, and the output end of the first gear shifting assembly and the output end of the second gear shifting assembly being connected to the differential; the first gear shifting assembly comprising a first gear, a second gear and a first gear shifter, the first gear shifter being selectively combined with the first gear or the second gear to make the power of the hybrid power system in the first gear or the second gear; the second gear shifting assembly comprising a third gear, a fourth gear and a second gear shifter, the second gear shifter being selectively combined with the third gear or the fourth gear to make the power of the hybrid power system in the third gear or the fourth gear, thereby realizing the four-gear or even multi-gear shifting purpose through only two gear shifting assemblies.

Description

Technical Field

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

[0002] Currently, hybrid power systems refer to power systems that can use both fuel-powered and electric-powered driving methods. Their advantage is that the vehicle can use different power output methods to deal with different driving conditions, so that the engine can always keep in the best operating condition, resulting in good power performance and low emissions. However, existing hybrid power systems usually require multiple independent power output systems to achieve the purpose of dealing with different driving conditions with different power output methods, which leads to the complex structure and high cost of hybrid power systems. Utility Model Content

[0003] This application provides a hybrid power system to address the problem that existing hybrid power systems typically require multiple independent power output systems to cope with different driving conditions with different power output methods, resulting in complex structures and high costs.

[0004] In a first aspect, embodiments of this application provide a hybrid power system, including: Power output components; Differential; A first shift assembly and a second shift assembly, wherein the power output assembly can be selectively combined with either the first shift assembly or the second shift assembly, and the output terminals of both the first and second shift assemblies are connected to the differential; wherein The first shift assembly includes a first gear, a second gear, and a first shifter, wherein the first shifter can be selectively engaged with either the first gear or the second gear. The second shift assembly includes a third gear, a fourth gear, and a second shifter, wherein the second shifter can be selectively engaged with either the third gear or the fourth gear.

[0005] In one embodiment, the hybrid power system includes an output component, the input of which is connected to the first shift component and the second shift component, and the output of which is connected to the differential; wherein, The output component includes a first transmission gear and a second transmission gear. The first transmission gear engages with both the first gear and the third gear, and the second transmission gear engages with both the second gear and the fourth gear.

[0006] In one embodiment, the output component further includes a first drive shaft, wherein both the first drive gear and the second drive gear are disposed on the first drive shaft, and wherein, in the axial direction of the first drive shaft, the projections of the first drive gear and the second drive gear at least partially overlap.

[0007] In one embodiment, the power output assembly includes an engine, a motor, a clutch, and a motor shaft. The engine and the motor are both connected to the motor shaft. The clutch is disposed on the motor shaft. A first output end of the motor shaft is connected to a first shift assembly, and a second output end of the motor shaft is connected to a second shift assembly.

[0008] In one embodiment, the hybrid power system includes a second drive shaft, a third drive shaft, a third drive gear, a fourth drive gear, and a fifth drive gear. The fourth drive gear and the first shift assembly are both disposed on the second drive shaft. The fifth drive gear and the second shift assembly are both disposed on the third drive shaft. The third drive gear is disposed on the motor shaft. The fourth drive gear and the fifth drive gear are respectively coupled to both sides of the third drive gear.

[0009] In one embodiment, the second drive shaft and the third drive shaft are arranged substantially parallel in the axial direction of the hybrid power system.

[0010] In one embodiment, the projections of the third transmission gear, the fourth transmission gear, and the fifth transmission gear are arranged in an overlapping manner along the arrangement direction of the third transmission gear, the fourth transmission gear, and the fifth transmission gear.

[0011] In one embodiment, the first shifter is splinedly connected to the first gear / second gear; and / or The second gear shifter is splinedly connected to the third gear / the fourth gear. In one embodiment, the first gear shifter / second gear shifter is a synchronizer or a coupling sleeve gear shifting mechanism.

[0012] Secondly, embodiments of this application also provide a vehicle including the hybrid power system mentioned in any of the above embodiments.

[0013] The hybrid power system provided in this application includes a power output component, a differential, a first shift component, and a second shift component. The power output component can be selectively combined with the first shift component or the second shift component to achieve a shifting function. The output ends of the first shift component and the second shift component are both connected to the differential, thereby outputting power from the power output component to the wheels through the differential.

[0014] The first shift assembly includes a first gear, a second gear, and a first shifter. The first shifter can selectively engage with either the first or second gear to keep the hybrid system's power in first or second gear. The second shift assembly includes a third gear, a fourth gear, and a second shifter. The second shifter can selectively engage with either the third or fourth gear to keep the hybrid system's power in third or fourth gear. This allows for four or more gear shifts using only two shift assemblies, optimizing the overall internal space of the hybrid system while further reducing manufacturing costs and making the hybrid system more economical. Furthermore, the simple structural layout allows for different power output methods to address various driving conditions. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying 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 This is a schematic diagram of the overall structure of the hybrid power system provided in an embodiment of this application.

[0017] Figure 2 A schematic diagram of power transmission in the first pure electric mode of the hybrid power system provided in this application embodiment.

[0018] Figure 3 A schematic diagram of power transmission in the second-gear pure electric mode of the hybrid power system provided in this application embodiment.

[0019] Figure 4 A schematic diagram of power transmission in the third pure electric mode of the hybrid power system provided in this application embodiment.

[0020] Figure 5 A schematic diagram of power transmission in the fourth gear pure electric mode of the hybrid power system provided in this application embodiment.

[0021] Figure 6 A schematic diagram of power transmission in the first gear engine direct drive mode of the hybrid power system provided in this application embodiment.

[0022] Figure 7 A schematic diagram of power transmission in the second-gear engine direct drive mode of the hybrid system provided in this application embodiment.

[0023] Figure 8A schematic diagram of power transmission in the third gear engine direct drive mode of the hybrid power system provided in this application embodiment.

[0024] Figure 9 A schematic diagram of power transmission in the fourth gear engine direct drive mode of the hybrid power system provided in this application embodiment.

[0025] Explanation of reference numerals in the attached figures: 100. Hybrid power system; 110. Power take-off assembly; 111. Engine; 112. Electric motor; 113. Clutch; 114. Motor shaft; 121. Differential; 122. Wheel; 123. Second driveshaft; 124. Third driveshaft; 125. Third drive gear; 126. Fourth drive gear; 127. Fifth drive gear; 130. First gear shift assembly; 131. First gear gear; 132. Second gear gear; 133. First gear shifter; 140. Second gear shift assembly; 141. Third gear; 142. Fourth gear; 143. Second gear shifter; 150. Output component; 151. First transmission gear; 152. Second transmission gear; 153. First transmission shaft. Detailed Implementation

[0026] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0027] This application provides a hybrid power system 100. Please refer to [link / reference]. Figure 1 , Figure 1 This is a schematic diagram of the overall structure of a hybrid power system provided in an embodiment of this application. Figure 1 As shown, the hybrid power system 100 provided in this embodiment includes a power output component 110, a differential 121, a first shift component 130, and a second shift component 140. The power output component 110 can be selectively combined with the first shift component 130 or the second shift component 140 to realize the shifting function. The output ends of the first shift component 130 and the second shift component 140 are both connected to the differential 121, so that the power of the power output component 110 is output to the wheels 122 through the differential 121.

[0028] For further information, please refer to [link / reference]. Figure 1In this embodiment, the first shift assembly 130 includes a first gear 131, a second gear 132, and a first shifter 133. The first shifter 133 can be selectively engaged with the first gear 131 or the second gear 132 to enable the power of the hybrid system 100 to be in the first or second gear. The second shift assembly 140 includes a third gear 141, a fourth gear 142, and a second shifter 143. The second shifter 143 can be selectively engaged with the third gear 141 or the fourth gear 142 to enable the power of the hybrid system 100 to be in the third or fourth gear. Thus, four or even more gears can be achieved with only two shift assemblies, which optimizes the overall internal space of the hybrid system 100 and further reduces the manufacturing cost of the hybrid system 100, making the hybrid system 100 economical. At the same time, it can also achieve the purpose of responding to different driving conditions with different power output modes through a simple structural layout.

[0029] It should be noted that the power output component 110 used to output power in this embodiment can be an engine 111 or an electric motor 112, and there is no limitation here.

[0030] Please see Figure 1 and combined Figures 2-5 , Figure 2 A schematic diagram of the power transmission of a hybrid power system in the first pure electric mode, provided in an embodiment of this application. Figure 3 A schematic diagram of the power transmission of a hybrid power system in the second-gear pure electric mode, provided as an embodiment of this application. Figure 4 A schematic diagram of the power transmission of a hybrid power system in the third-gear pure electric mode, provided as an embodiment of this application. Figure 5 A schematic diagram of power transmission in the fourth gear pure electric mode of the hybrid power system provided in this application embodiment.

[0031] Specifically, such as Figure 2 As shown, when the power output component 110 used for outputting power is a motor 112 and the hybrid system 100 is in the first gear pure electric mode, the first shifter 133 inside the first shift component 130 is engaged with the first gear 131, and the second shifter 143 inside the second shift component 140 is in the middle position (i.e., neither is engaged with the third gear 141 or the fourth gear 142). At this time, the motor 112 runs and is engaged with the first shift component 130. The power of the motor 112 can be transmitted to the differential 121 and the wheels 122 located on both sides of the differential 121 through the first gear 131, so as to drive the wheels 122 in the first gear.

[0032] like Figure 3As shown, when the power output component 110 used for outputting power is a motor 112 and the hybrid system 100 is in the second gear pure electric mode, the first shifter 133 inside the first shift component 130 is engaged with the second gear 132, and the second shifter 143 inside the second shift component 140 is in the middle position (i.e., neither is engaged with the third gear 141 or the fourth gear 142). At this time, the motor 112 runs and is engaged with the first shift component 130. The power of the motor 112 can be transmitted to the differential 121 and the wheels 122 located on both sides of the differential 121 through the second gear 132, so as to drive the wheels 122 in the second gear.

[0033] like Figure 4 As shown, when the power output component 110 used for outputting power is the motor 112 and the hybrid system 100 is in the third gear pure electric mode, the second shifter 143 inside the second shift component 140 engages with the third gear 141, and the first shifter 133 inside the first shift component 130 is in the middle position (i.e., neither engages with the first gear 131 or the second gear 132). At this time, the motor 112 runs and engages with the second shift component 140. The power of the motor 112 can be transmitted to the differential 121 and the wheels 122 located on both sides of the differential 121 through the third gear 141, so as to drive the wheels 122 in the third gear.

[0034] like Figure 5 As shown, when the power output component 110 used for outputting power is the motor 112 and the hybrid system 100 is in the fourth gear pure electric mode, the second shifter 143 inside the second shift component 140 engages with the fourth gear 142, and the first shifter 133 inside the first shift component 130 is in the middle position (i.e., neither engages with the first gear 131 or the second gear 132). At this time, the motor 112 runs and engages with the second shift component 140. The power of the motor 112 can be transmitted to the differential 121 and the wheels 122 located on both sides of the differential 121 through the fourth gear 142, so as to drive the wheels 122 in the fourth gear.

[0035] Please also see Figures 6-9 , Figure 6 This is a schematic diagram of the power transmission of a hybrid power system in first gear engine direct drive mode, provided in an embodiment of this application. Figure 7 This is a schematic diagram of the power transmission of a hybrid power system in the second-gear engine direct drive mode, provided in an embodiment of this application. Figure 8 This is a schematic diagram of the power transmission of a hybrid power system in third-gear engine direct drive mode, provided in an embodiment of this application. Figure 9 A schematic diagram of power transmission in fourth gear, engine direct drive mode, provided for an embodiment of this application. (See Figure 6-) Figure 9As shown, in this embodiment, when the power output component 110 used to output power is an engine 111, the power output path and power output method are the same as those in the previous embodiment. Figures 2-5 The output of motor 112 shown is the same (please refer to the above text), and will not be repeated here.

[0036] The hybrid power system 100 provided in this application embodiment can achieve four or even more gear shifts using only two shift components. This optimizes the overall internal space of the hybrid power system 100 while further reducing the manufacturing cost of the hybrid power system 100, making the hybrid power system 100 economical. At the same time, it can also achieve the purpose of responding to different driving conditions with different power output modes through a simple structural layout.

[0037] It should be noted that in other embodiments of this application, the first gear shifter 133 / second gear shifter 143 may be a synchronizer or a gear shifting mechanism with a coupling sleeve, which is not limited here; at the same time, the first gear shifter 133 and the first gear 131 / second gear 132, as well as the second gear shifter 143 and the third gear 141 / fourth gear 142, can be connected by a spline connection.

[0038] In some embodiments, such as Figure 1 As shown, the hybrid power system 100 includes an output component 150. The input end of the output component 150 is connected to the first shift component 130 and the second shift component 140, and the output end of the output component 150 is connected to the differential 121. Thus, the output component 150 achieves the purpose of outputting power of different gears to the differential 121 and the wheels 122.

[0039] For further information, please refer to [link / reference]. Figure 1 In the above embodiment, the output component 150 includes a first transmission gear 151 and a second transmission gear 152. The first transmission gear 151 is engaged with both the first gear 131 and the third gear 141, thereby enabling the motor 112 / engine 111 to output power in the first or third gear through the first transmission gear 151. The second transmission gear 152 is engaged with both the second gear 132 and the fourth gear 142, thereby enabling the motor 112 / engine 111 to output power in the second or fourth gear through the second transmission gear 152. Thus, a simple structural layout is used to achieve the purpose of responding to different driving conditions with different power output methods.

[0040] In a further embodiment, such as Figure 1As shown, the output component 150 also includes a first drive shaft 153, wherein the first drive gear 151 and the second drive gear 152 are both disposed on the first drive shaft 153, and in the axial direction of the first drive shaft 153, the projections of the first drive gear 151 and the second drive gear 152 at least partially overlap, so that the volume of the output component 150 can be optimized in the radial direction of the first drive shaft 153 to achieve the miniaturization of the hybrid power system 100.

[0041] In some embodiments, such as Figure 1 As shown, the power output assembly 110 includes an engine 111, a motor 112, a clutch 113, and a motor shaft 114. The engine 111 and the motor 112 are both connected to the motor shaft 114, and the clutch 113 is disposed on the motor shaft 114. In this embodiment, the first output end of the motor shaft 114 is connected to the first shift assembly 130, and the second output end of the motor shaft 114 is connected to the second shift assembly 140, thereby realizing the purpose of the power output assembly 110 outputting power to the shift assembly.

[0042] It is understood that in this embodiment, when the engine 111 is running and the motor 112 is in the power generation state, the clutch 113 is in the engaged state, and the first shifter 133 and the second shifter 143 are both in the middle position (i.e., the first shifter 133 is not engaged with the first shift gear and the second shift gear, and the second shifter 143 is not engaged with the third shift gear and the fourth shift gear), the engine 111 can run to provide power to the motor 112 and make the motor 112 generate electricity to realize the parking power generation function.

[0043] In addition, such as Figure 1 As shown, when the engine 111 is running and the motor 112 is in the power generation state, the clutch 113 is in the engaged state, and both the first shifter 133 and the second shifter 143 are in non-intermediate positions (i.e., the first shifter 133 is engaged with the first shift gear / second shift gear, or the second shifter 143 is engaged with the third shift gear / fourth shift gear), the engine 111 can run to drive the wheels 122 and provide power to the motor 112 to generate electricity, thereby realizing the driving power generation function.

[0044] In addition, such as Figure 1 As shown, when both the engine 111 and the motor 112 are in driving mode, the clutch 113 is in engaged mode, and both the first shifter 133 and the second shifter 143 are in non-intermediate positions (i.e., the first shifter 133 is engaged with the first shift gear / second shift gear, or the second shifter 143 is engaged with the third shift gear / fourth shift gear), the engine 111 and the motor 112 can operate to drive the wheels 122, thereby realizing the parallel driving function of the engine 111 and the motor 112.

[0045] Furthermore, when the motor 112 or engine 111 is in a driving state, the clutch 113 is in a disengaged state, and both the first shifter 133 and the second shifter 143 are in a non-intermediate position (i.e., the first shifter 133 is engaged with the first shift gear / second shift gear, or the second shifter 143 is engaged with the third shift gear / fourth shift gear), mechanical energy can be converted into electrical energy using the inertia of the vehicle during driving, so as to achieve the purpose of kinetic energy recovery.

[0046] In some embodiments, such as Figure 1 As shown, the hybrid power system 100 includes a second drive shaft 123, a third drive shaft 124, a third drive gear 125, a fourth drive gear 126, and a fifth drive gear 127. The fourth drive gear 126 and the first shift assembly 130 are both mounted on the second drive shaft 123, and the fifth drive gear 127 and the second shift assembly 140 are both mounted on the third drive shaft 124. Meanwhile, the third drive gear 125 is mounted on the motor shaft 114. The fourth drive gear 126 and the fifth drive gear 127 are respectively coupled to both sides of the third drive gear 125. Thus, the purpose of power transmission is achieved through the above gear and shaft cooperation, which eliminates the need for a complicated assembly structure and achieves the purpose of responding to different driving conditions with different power output modes through a simple structural layout.

[0047] For further information, please refer to [link / reference]. Figure 1 In the axial direction of the hybrid power system 100, the second drive shaft 123 and the third drive shaft 124 are arranged approximately parallel to each other, thereby optimizing the space of the hybrid power system 100 and making the internal structure of the hybrid power system 100 more compact. At the same time, in the arrangement direction of the third drive gear 125, the fourth drive gear 126 and the fifth drive gear 127, the projections of the third drive gear 125, the fourth drive gear 126 and the fifth drive gear 127 are overlapped, so that the volume of the hybrid power system 100 can be optimized in the arrangement direction of the third drive gear 125, the fourth drive gear 126 and the fifth drive gear 127, so as to achieve the miniaturization of the hybrid power system 100.

[0048] This application also provides a vehicle including the hybrid power system 100 mentioned in any of the above embodiments.

[0049] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0050] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, features defined with "first" and "second" may explicitly or implicitly include one or more features.

[0051] The hybrid power system and vehicle provided in the embodiments of this application have been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of this application. The description of the above embodiments is only for the purpose of helping to understand the method and core ideas of this application. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. A hybrid power system (100), characterized in that, include: Power output assembly (110); Differential (121); A first shift assembly (130) and a second shift assembly (140), wherein the power output assembly (110) is selectively coupled to either the first shift assembly (130) or the second shift assembly (140), and the output terminals of both the first shift assembly (130) and the second shift assembly (140) are connected to the differential (121); wherein The first shift assembly (130) includes a first gear (131), a second gear (132), and a first shifter (133), wherein the first shifter (133) can be selectively engaged with the first gear (131) or with the second gear (132); The second shift assembly (140) includes a third gear (141), a fourth gear (142), and a second shifter (143), which can be selectively engaged with the third gear (141) or the fourth gear (142).

2. The hybrid power system (100) according to claim 1, characterized in that, The hybrid power system (100) includes an output component (150), the input of which is connected to the first shift component (130) and the second shift component (140), and the output of which is connected to the differential (121); wherein, The output component (150) includes a first transmission gear (151) and a second transmission gear (152). The first transmission gear (151) is engaged with both the first gear (131) and the third gear (141), and the second transmission gear (152) is engaged with both the second gear (132) and the fourth gear (142).

3. The hybrid power system (100) according to claim 2, characterized in that, The output component (150) further includes a first drive shaft (153), wherein the first drive gear (151) and the second drive gear (152) are both disposed on the first drive shaft (153), wherein, in the axial direction of the first drive shaft (153), the projection of the first drive gear (151) and the projection of the second drive gear (152) at least partially overlap.

4. The hybrid power system (100) according to claim 1, characterized in that, The power output assembly (110) includes an engine (111), a motor (112), a clutch (113), and a motor shaft (114). The engine (111) and the motor (112) are both connected to the motor shaft (114). The clutch (113) is disposed on the motor shaft (114). The first output end of the motor shaft (114) is connected to the first shift assembly (130), and the second output end of the motor shaft (114) is connected to the second shift assembly (140).

5. The hybrid power system (100) according to claim 4, characterized in that, The hybrid power system (100) includes a second drive shaft (123), a third drive shaft (124), a third drive gear (125), a fourth drive gear (126), and a fifth drive gear (127). The fourth drive gear (126) and the first shift assembly (130) are both disposed on the second drive shaft (123). The fifth drive gear (127) and the second shift assembly (140) are both disposed on the third drive shaft (124). The third drive gear (125) is disposed on the motor shaft (114). The fourth drive gear (126) and the fifth drive gear (127) are respectively coupled to both sides of the third drive gear (125).

6. The hybrid power system (100) according to claim 5, characterized in that, In the axial direction of the hybrid power system (100), the second drive shaft (123) and the third drive shaft (124) are arranged in approximately parallel directions.

7. The hybrid power system (100) according to claim 5, characterized in that, In the arrangement direction of the third transmission gear (125), the fourth transmission gear (126) and the fifth transmission gear (127), the projections of the third transmission gear (125), the fourth transmission gear (126) and the fifth transmission gear (127) are arranged in an overlapping manner.

8. The hybrid power system (100) according to claim 1, characterized in that, The first gear shifter (133) is splinedly connected to the first gear (131) / second gear (132); and / or The second gear shifter (143) is splinedly connected to the third gear (141) / the fourth gear (142).

9. The hybrid power system (100) according to claim 1, characterized in that, The first gear shifter (133) / the second gear shifter (143) is a synchronizer or a coupling sleeve gear shifting mechanism.

10. A vehicle, characterized in that, Includes the hybrid power system (100) as described in any one of claims 1-9.

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