Hybrid system

Abstract

The utility model belongs to the drive technical field of car, concretely relates to a kind of hybrid power system, the engine of this hybrid power system is connected with two motors by four transmission shafts, seven transmission gears and three clutches, and by the start-stop of coordination control engine and two motors, and the clutching state of three clutches, this hybrid power system can realize eight kinds of working modes including parking power generation mode, engine direct drive mode, first pure electric drive mode, second pure electric drive mode, double-motor drive mode, parallel drive mode, range extending mode and energy recovery mode.The structure of this hybrid power system is simple, can flexibly switch working mode according to vehicle operating condition, significantly improves power performance and economy.

Description

Technical Field

[0001] This utility model relates to the field of automotive drive technology, and in particular to a hybrid power system. Background Technology

[0002] Hybrid systems enable the engine to always operate within its optimal speed range, maximizing engine efficiency. As a result, cars with hybrid systems often have lower fuel consumption.

[0003] In existing hybrid systems, the engine connects two electric motors through a transmission assembly and a clutch to achieve multiple driving modes. However, the existing transmission assembly has a large number of drive shafts and gears, and requires a large number of clutches, resulting in a complex hybrid system structure. Utility Model Content

[0004] Based on this, the present invention provides a hybrid power system with a simple structure.

[0005] According to an embodiment of the present invention, a first aspect provides a hybrid power system, comprising: engine; First motor; Second motor; A first drive shaft is provided with an independently rotating first drive gear and a synchronously rotating second drive gear, and the first end of the first drive shaft is connected to the engine. A second drive shaft is provided with a third drive gear that rotates synchronously. The first end of the second drive shaft is connected to the second end of the first drive shaft through a first clutch, and the second end of the second drive shaft is connected to the second motor. A third drive shaft is provided with a synchronously rotating fourth drive gear, an independently rotating fifth drive gear, and an independently rotating sixth drive gear. The fourth drive gear meshes with the first drive gear and is connected to the differential. The fifth drive gear meshes with the second drive gear and is connected to the third drive shaft via a second clutch. The sixth drive gear meshes with the third drive gear and is connected to the third drive shaft via a third clutch. A fourth drive shaft is provided with a seventh drive gear that rotates synchronously. The seventh drive gear meshes with the first drive gear. The fourth drive shaft is connected to the second motor.

[0006] In some embodiments, the hybrid system further includes a control module that coordinates the start and stop of the engine and the two electric motors, as well as the engagement and disengagement of the three clutches, to achieve parking power generation mode, engine direct drive mode, first pure electric drive mode, second pure electric drive mode, dual-motor drive mode, parallel drive mode, range extender mode, and energy recovery mode.

[0007] In some embodiments, when the engine starts, the first motor and the second motor stop, the second clutch is in a coupled state, and the first clutch and the third clutch are in a disengaged state, the hybrid system implements an engine direct drive mode; When the engine stops, the first motor and the second motor start, the third clutch is in a coupled state, the first clutch and the second clutch are in a disengaged state, and both the first motor and the second motor are used as drive motors, the hybrid system realizes a dual-motor drive mode.

[0008] In some embodiments, when the engine and the first motor are started, the second motor is stopped, the first clutch is in a coupled state, the second clutch and the third clutch are in a disengaged state, and the first motor is used as a generator, the hybrid power system realizes a parking power generation mode. When the engine and the first motor stop, the second motor starts, the first clutch, the second clutch and the third clutch are all in the disengaged state, and the second motor is used as a drive motor, the hybrid system realizes the second pure electric drive mode. When the engine and the first motor stop, the second motor starts, the first clutch, the second clutch and the third clutch are all in the disengaged state, and the second motor is used as a generator, the hybrid power system realizes the energy recovery mode.

[0009] In some embodiments, when the engine and the second motor are started, the first motor is stopped, the second clutch is in a coupled state, the first clutch and the third clutch are in a disengaged state, and the second motor is used as a drive motor, the hybrid system realizes a parallel drive mode. When the first motor starts, the engine and the second motor stop, the third clutch is in a coupled state, the first clutch and the second clutch are in a disengaged state, and the first motor is used as a drive motor, the hybrid system realizes the first pure electric drive mode.

[0010] In some embodiments, when the engine, the first motor, and the second motor are all started, the first clutch is in a coupled state, the second clutch and the third clutch are in a disengaged state, the first motor is used as a generator, and the second motor is used as a drive motor, the hybrid power system implements a range-extending mode.

[0011] In some embodiments, the first transmission gear is located near a first end of the first transmission shaft, and the second transmission gear is located near a second end of the first transmission shaft; The fourth transmission gear is located near the first end of the third transmission shaft, the sixth transmission gear is located near the second end of the third transmission shaft, and the fifth transmission gear is located between the fourth transmission gear and the sixth transmission gear; The second clutch and the third clutch are located between the fifth transmission gear and the sixth transmission gear.

[0012] In some embodiments, a torque limiter is provided between the engine and the first drive shaft.

[0013] In some embodiments, the first transmission gear is sleeved onto the first transmission shaft via a bearing, and the fifth and sixth transmission gears are sleeved onto the third transmission shaft via bearings.

[0014] In some embodiments, the seventh transmission gear is a planetary gear train, which includes a sun gear, planet gears and a ring gear, wherein the ring gear is provided with internal teeth and external teeth; the sun gear is connected to the fourth transmission shaft, the planet gears mesh with the internal teeth of the sun gear and the ring gear, and the external teeth of the ring gear mesh with the first transmission gear.

[0015] In the hybrid power system of this invention, the engine is connected to two electric motors via four drive shafts, seven transmission gears, and three clutches. By coordinating the start and stop of the engine and the two electric motors, as well as the engagement and disengagement of the three clutches, the system can achieve eight operating modes, including parking power generation mode, engine direct drive mode, first pure electric drive mode, second pure electric drive mode, dual-motor drive mode, parallel drive mode, range extender mode, and energy recovery mode. This hybrid power system has a simple structure and can flexibly switch operating modes according to vehicle operating conditions, significantly improving both power and economy. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the structure of a hybrid power system according to one embodiment of the present invention; Figure 2 A schematic diagram illustrating the structure for enabling a parking power generation mode in a hybrid power system; Figure 3A schematic diagram illustrating the structure for implementing engine direct drive mode in a hybrid power system; Figure 4 A schematic diagram of the structure for achieving the first pure electric drive mode in a hybrid power system; Figure 5 A schematic diagram of the structure for realizing the second pure electric drive mode of a hybrid power system; Figure 6 A schematic diagram of the structure for implementing a dual-motor drive mode in a hybrid power system; Figure 7 A schematic diagram of the structure for implementing parallel drive mode in a hybrid power system; Figure 8 A schematic diagram illustrating the structure for implementing range-extending mode in a hybrid power system; Figure 9 A schematic diagram of the structure for implementing the energy recovery mode in a hybrid power system.

[0017] In the diagram: Engine 10; First motor 20; Second motor 30; Differential 40; First drive shaft 50; Second drive shaft 51; Third drive shaft 52; Fourth drive shaft 53; First drive gear 60; Second drive gear 61; Third drive gear 62; Fourth drive gear 63; Fifth drive gear 64; Sixth drive gear 65; Seventh drive gear 66; First clutch 70; Second clutch 71; Third clutch 72; Torque limiter 80. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present utility model and are not intended to limit the present utility model.

[0019] The structures, proportions, sizes, etc., shown in the accompanying drawings of this specification are only for the purpose of assisting those skilled in the art in understanding and reading the content disclosed in the specification, and are not intended to limit the conditions under which this utility model can be implemented. Any modifications to the structure, changes in the proportions, or adjustments to the size, without affecting the effects and purposes that this utility model can produce, should still fall within the scope of the technical content disclosed in this utility model.

[0020] The orientations or positional relationships indicated by terms such as "left," "right," "middle," and "axial" in this specification are based on the orientations or positional relationships shown in the accompanying drawings and are only for the purpose of simplifying the description. They do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as limiting the present invention. In addition, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0021] like Figure 1 As shown, this embodiment provides a hybrid power system, which includes an engine 10, a first motor 20, a second motor 30, a transmission assembly, and a clutch assembly. The transmission assembly includes four drive shafts and seven transmission gears, and the clutch assembly includes three clutches. Specifically, the output end of the engine 10 is connected to the first end (left side) of the first drive shaft 50. The first drive shaft 50 is provided with an independently rotating first transmission gear 60 and a synchronously rotating second transmission gear 61. The second end (right side) of the first drive shaft 50 is connected to the first end (left side) of the second drive shaft 51 through a first clutch 70. When the first clutch 70 is in a coupled state, the first drive shaft 50 and the second drive shaft 51 can rotate synchronously; when the first clutch 70 is in a disengaged state, the first drive shaft 50 and the second drive shaft 51 can rotate independently. The second drive shaft 51 is provided with a synchronously rotating third transmission gear 62, and the second end (right side) of the second drive shaft 51 is connected to the output end of the first motor 20.

[0022] In this embodiment, a fourth transmission gear 63 that rotates synchronously, a fifth transmission gear 64 that rotates independently, and a sixth transmission gear 65 that rotates independently are provided on the third transmission shaft 52. The fourth transmission gear 63 meshes with the first transmission gear 60 and is connected to the differential 40.

[0023] In this embodiment, the fifth transmission gear 64 meshes with the second transmission gear 61, and the second clutch 71 controls the engagement / disengagement state of the fifth transmission gear 64 and the third transmission shaft 52. When the second clutch 71 is in the coupled state, the fifth transmission gear 64 and the third transmission shaft 52 can rotate synchronously; when the second clutch 71 is in the disengaged state, the fifth transmission gear 64 and the third transmission shaft 52 can rotate independently.

[0024] In this embodiment, the sixth transmission gear 65 meshes with the third transmission gear 62, and the third clutch 72 controls the engagement / disengagement state of the sixth transmission gear 65 and the third transmission shaft 52. When the third clutch 72 is in the coupled state, the sixth transmission gear 65 and the third transmission shaft 52 can rotate synchronously; when the third clutch 72 is in the disengaged state, the sixth transmission gear 65 and the third transmission shaft 52 can rotate independently.

[0025] In this embodiment, the output end of the second motor 30 is connected to four drive shafts. A seventh drive gear 66 that rotates synchronously is provided on the fourth drive shaft 53. The seventh drive gear 66 meshes with the first drive gear 60.

[0026] In the hybrid system of this embodiment, the engine 10 is connected to two electric motors via four drive shafts, seven transmission gears, and three clutches. By coordinating the start and stop of the engine 10 and the two electric motors, as well as the engagement and disengagement states of the three clutches, the system can achieve eight operating modes, including parking power generation mode, engine direct drive mode, first pure electric drive mode, second pure electric drive mode, dual-motor drive mode, parallel drive mode, range extender mode, and energy recovery mode. This hybrid system has a simple and compact structure and can flexibly switch operating modes according to vehicle operating conditions, significantly improving both power and economy.

[0027] Specifically, the hybrid power system in this embodiment also includes a control module, which coordinates the start and stop of the engine 10 and the two electric motors, and controls the engagement and disengagement of the three clutches to achieve the aforementioned working mode.

[0028] See details Figure 2 In the parking power generation mode, the engine 10 and the first motor 20 are started, the second motor 30 is stopped, the first clutch 70 is in a coupled state, and the second clutch 71 and the third clutch 72 are in a disengaged state; the engine 10 transmits power to the first motor 20 through the first drive shaft 50 and the second drive shaft 51 in sequence, and the first motor 20 is used as a generator to generate electricity.

[0029] See details Figure 3 In the direct drive mode of engine 10, engine 10 starts, first motor 20 and second motor 30 stop, second clutch 71 is in a coupled state, and first clutch 70 and third clutch 72 are in a disengaged state; engine 10 transmits power to the wheels in sequence through first drive shaft 50, second drive gear 61, fifth drive gear 64, third drive gear 62, fourth drive gear 63 and differential 40.

[0030] See details Figure 4 In the first pure electric drive mode, the first motor 20 starts, the engine 10 and the second motor 30 stop, the third clutch 72 is in a coupled state, and the first clutch 70 and the second clutch 71 are in a disengaged state; the first motor 20 is used as a drive motor, and the first motor 20 transmits power to the wheels in sequence through the second drive shaft 51, the third drive gear 62, the sixth drive gear 65, the third drive shaft 52, the fourth drive gear 63 and the differential 40.

[0031] See details Figure 5In the second pure electric drive mode, the second motor 30 starts, the engine 10 and the first motor 20 stop, and the first clutch 70, the second clutch 71 and the third clutch 72 are all in the disengaged state; the second motor 30 is used as a drive motor, and the second motor 30 transmits power to the wheels in sequence through the fourth drive shaft 53, the seventh drive gear 66, the first drive gear 60, the fourth drive gear 63 and the differential 40.

[0032] See details Figure 6 In the dual-motor drive mode, the first motor 20 and the second motor 30 are started, the engine 10 is stopped, the third clutch 72 is in a coupled state, and the first clutch 70 and the second clutch 71 are in a disengaged state. Both the first motor 20 and the second motor 30 are used as drive motors. The first motor 20 transmits power to the wheels in sequence through the second drive shaft 51, the third drive gear 62, the sixth drive gear 65, the third drive shaft 52, the fourth drive gear 63 and the differential 40. The second motor 30 transmits power to the wheels in sequence through the fourth drive shaft 53, the seventh drive gear 66, the first drive gear 60, the fourth drive gear 63 and the differential 40.

[0033] See details Figure 7 In parallel drive mode, engine 10 and second motor 30 start, first motor 20 stops, second clutch 71 is in a coupled state, and first clutch 70 and third clutch 72 are in a disengaged state; engine 10 transmits power to the wheels sequentially through first drive shaft 50, second drive gear 61, fifth drive gear 64, third drive gear 62, fourth drive gear 63 and differential 40; second motor 30 is used as a drive motor, which transmits power to the wheels sequentially through fourth drive shaft 53, seventh drive gear 66, first drive gear 60, fourth drive gear 63 and differential 40.

[0034] See details Figure 8 In range-extending mode, engine 10, first motor 20 and second motor 30 are all started, first clutch 70 is in a coupled state, and second clutch 71 and third clutch 72 are in a disengaged state; engine 10 transmits power to first motor 20 through first drive shaft 50 and second drive shaft 51 in sequence, and first motor 20 is used as a generator to generate electricity; second motor 30 is used as a drive motor, which transmits power to wheels through fourth drive shaft 53, seventh drive gear 66, first drive gear 60, fourth drive gear 63 and differential 40 in sequence.

[0035] See details Figure 9In the energy recovery mode, the second motor 30 starts, the engine 10 and the first motor 20 stop, and the first clutch 70, the second clutch 71 and the third clutch 72 are all in the disengaged state; the second motor 30 is used as a generator, and the wheels transmit power to the second motor 30 in sequence through the differential 40, the fourth transmission gear 63, the seventh transmission gear 66 and the fourth transmission shaft 53, and generate electricity using the second motor 30.

[0036] In this embodiment, the first transmission gear 60 is preferably located near the first end of the first transmission shaft 50, and the second transmission gear 61 is located near the second end of the first transmission shaft 50. Correspondingly, the fourth transmission gear 63 is located near the first end of the third transmission shaft 52, the sixth transmission gear 65 is located near the second end of the third transmission shaft 52, and the fifth transmission gear 64 is located between the fourth transmission gear 63 and the sixth transmission gear 65. The second clutch 71 and the third clutch 72 are located between the fifth transmission gear 64 and the sixth transmission gear 65. This arrangement allows the positions of the first clutch 70, the second clutch 71, and the third clutch 72 to be concentrated in a specific area, facilitating clutch management and maintenance.

[0037] In this embodiment, a torque limiter 80 is preferably provided between the engine 10 and the first drive shaft 50. The torque limiter 80 can prevent torque overload and reduce damage from impact loads, thereby extending the service life of the components of the hybrid power system.

[0038] In this embodiment, the first transmission gear 60 is mounted to the first transmission shaft 50 via bearings, and the fifth transmission gear 64 and the sixth transmission gear 65 are mounted to the third transmission shaft 52 via bearings to achieve independent rotation. The bearings are preferably needle roller bearings, which have advantages such as compact structure and high load capacity, making the hybrid power system more compact.

[0039] In this embodiment, the seventh transmission gear 66 is preferably a planetary gear system. Specifically, the seventh transmission gear 66 includes a sun gear, planet gears, and a ring gear, with internal and external teeth on the ring gear. The sun gear is connected to the fourth transmission shaft 53. The planet gears mesh with the internal teeth of the sun gear and the ring gear, while the external teeth of the ring gear mesh with the first transmission gear 60. The planetary gear system has a large transmission ratio, which improves transmission efficiency.

[0040] It should be noted that the control module in this embodiment is an existing hybrid power control unit. Switching between generator and motor modes is prior art, therefore it will not be described in detail in this embodiment.

[0041] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0042] The embodiments described above are merely illustrative of several implementations of this utility model, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the utility model patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this utility model, and these all fall within the protection scope of this utility model. Therefore, the protection scope of this utility model patent should be determined by the appended claims.

Claims

1. A hybrid power system, characterized in that, include: Engine (10); First motor (20); Second motor (30); A first drive shaft (50) is provided with an independently rotating first drive gear (60) and a synchronously rotating second drive gear (61), and the first end of the first drive shaft (50) is connected to the engine (10). A second drive shaft (51) is provided with a third drive gear (62) that rotates synchronously. The first end of the second drive shaft (51) is connected to the second end of the first drive shaft (50) through a first clutch (70). The second end of the second drive shaft (51) is connected to the second motor (30). A third drive shaft (52) is provided with a synchronously rotating fourth drive gear (63), an independently rotating fifth drive gear (64), and an independently rotating sixth drive gear (65). The fourth drive gear (63) meshes with the first drive gear (60) and is connected to the differential (40). The fifth drive gear (64) meshes with the second drive gear (61) and is connected to the third drive shaft (52) via a second clutch (71). The sixth drive gear (65) meshes with the third drive gear (62) and is connected to the third drive shaft (52) via a third clutch (72). The fourth drive shaft (53) is provided with a synchronously rotating seventh drive gear (66), which meshes with the first drive gear (60). The fourth drive shaft (53) is connected to the second motor (30).

2. The hybrid power system according to claim 1, characterized in that: The hybrid system also includes a control module that coordinates the start and stop of the engine (10) and the two electric motors, as well as the engagement and disengagement of the three clutches, to achieve parking power generation mode, engine direct drive mode, first pure electric drive mode, second pure electric drive mode, dual-motor drive mode, parallel drive mode, range extender mode and energy recovery mode.

3. The hybrid power system according to claim 2, characterized in that: When the engine (10) starts, the first motor (20) and the second motor (30) stop, the second clutch (71) is in a coupled state, and the first clutch (70) and the third clutch (72) are in a disengaged state, the hybrid power system realizes the engine direct drive mode; When the engine (10) stops, the first motor (20) and the second motor (30) start, the third clutch (72) is in a coupled state, the first clutch (70) and the second clutch (71) are in a disengaged state, and both the first motor (20) and the second motor (30) are used as drive motors, the hybrid power system realizes a dual-motor drive mode.

4. The hybrid power system according to claim 3, characterized in that: When the engine (10) and the first motor (20) are started, the second motor (30) is stopped, the first clutch (70) is in a coupled state, the second clutch (71) and the third clutch (72) are in a disengaged state, and the first motor (20) is used as a generator, the hybrid power system realizes the parking power generation mode. When the engine (10) and the first motor (20) are stopped, the second motor (30) is started, the first clutch (70), the second clutch (71) and the third clutch (72) are all in the disengaged state, and the second motor (30) is used as a drive motor, the hybrid system realizes the second pure electric drive mode; When the engine (10) and the first motor (20) are stopped, the second motor (30) is started, the first clutch (70), the second clutch (71) and the third clutch (72) are all in the disengaged state, and the second motor (30) is used as a generator, the hybrid power system realizes the energy recovery mode.

5. The hybrid power system according to claim 2, characterized in that: When the engine (10) and the second motor (30) are started, the first motor (20) is stopped, the second clutch (71) is in a coupled state, the first clutch (70) and the third clutch (72) are in a disengaged state, and the second motor (30) is used as a drive motor, the hybrid power system realizes a parallel drive mode; When the first motor (20) starts, the engine (10) and the second motor (30) stop, the third clutch (72) is in a coupled state, the first clutch (70) and the second clutch (71) are in a disengaged state, and the first motor (20) is used as a drive motor, the hybrid system realizes the first pure electric drive mode.

6. The hybrid power system according to claim 2, characterized in that: When the engine (10), the first motor (20) and the second motor (30) are all started, the first clutch (70) is in a coupled state, the second clutch (71) and the third clutch (72) are in a disengaged state, the first motor (20) is used as a generator and the second motor (30) is used as a drive motor, the hybrid power system realizes the range-extending mode.

7. The hybrid power system according to any one of claims 1-6, characterized in that: The first transmission gear (60) is close to the first end of the first transmission shaft (50), and the second transmission gear (61) is close to the second end of the first transmission shaft (50); The fourth transmission gear (63) is close to the first end of the third transmission shaft (52), the sixth transmission gear (65) is close to the second end of the third transmission shaft (52), and the fifth transmission gear (64) is located between the fourth transmission gear (63) and the sixth transmission gear (65). The second clutch (71) and the third clutch (72) are located between the fifth transmission gear (64) and the sixth transmission gear (65).

8. The hybrid power system according to any one of claims 1-6, characterized in that: A torque limiter (80) is provided between the engine (10) and the first drive shaft (50).

9. The hybrid power system according to any one of claims 1-6, characterized in that: The first transmission gear (60) is sleeved to the first transmission shaft (50) via a bearing, and the fifth transmission gear (64) and the sixth transmission gear (65) are sleeved to the third transmission shaft (52) via bearings.

10. The hybrid power system according to any one of claims 1-6, characterized in that: The seventh transmission gear (66) is a planetary gear system. The seventh transmission gear (66) includes a sun gear, planet gears and a gear ring. The gear ring is provided with internal teeth and external teeth. The sun gear is connected to the fourth transmission shaft (53). The planet gears mesh with the internal teeth of the sun gear and the gear ring. The external teeth of the gear ring mesh with the first transmission gear (60).

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