CN107234960B - Hybrid power device - Google Patents

Hybrid power device Download PDF

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Publication number
CN107234960B
CN107234960B CN201610190152.1A CN201610190152A CN107234960B CN 107234960 B CN107234960 B CN 107234960B CN 201610190152 A CN201610190152 A CN 201610190152A CN 107234960 B CN107234960 B CN 107234960B
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China
Prior art keywords
change mechanism
speed change
engine
power
motor
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CN107234960A (en
Inventor
夏承钢
孙江明
殷建坤
张学文
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Shanghai Zhongke Shenjiang Electric Vehicle Co Ltd
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Shanghai Zhongke Shenjiang Electric Vehicle Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio

Abstract

The present invention provides a hybrid power device, including: the engine is connected with the driven gear of the main speed reducer through the first speed change mechanism so as to provide first power for the driven gear of the main speed reducer through the first speed change mechanism; the motor is connected with the driven gear of the main speed reducer through the second speed change mechanism so as to provide second power for the driven gear of the main speed reducer through the second speed change mechanism; the engine is connected with the accessory belt wheel train to drive the accessory belt wheel train to rotate; the accessory pulley system is connected with the electric motor through the transmission shaft so as to transmit the power of the engine to the electric motor through the transmission shaft to enable the electric motor to generate electricity when the electric motor does not provide the second power. The idle speed power generation function is provided on the premise of minimum change of the existing transmission, and the electric quantity balance of the electric storage device is effectively kept.

Description

Hybrid power device
Technical Field
The invention relates to the technical field of driving, in particular to a hybrid power device.
Background
The externally rechargeable hybrid electric vehicle is a key point for research and development of the vehicle due to the advantages of energy conservation, low emission and the like.
The existing hybrid power device is a hybrid power device which is formed by adding a driving motor with power capable of meeting the pure electric running requirement on the premise of minimally changing the existing transmission to match with an engine when in use.
In order to realize hybrid power and minimize the change of the existing speed changer, the prior art mainly connects a driving motor with a driven gear of a main speed reducer through a speed reducing mechanism with a fixed speed ratio, thereby avoiding modifying parts before a speed changing output shaft. However, in the above method, when the vehicle stops idling of the engine, the driving motor cannot generate power to charge the battery, and when the electric air conditioner is operated for a long time, the power consumption of the power storage device is large, so that it is difficult to maintain the balance of the electric energy of the power storage device.
Disclosure of Invention
The embodiment of the invention provides a hybrid power device, which aims to overcome the defects that in the prior art, when a vehicle stops idling of an engine, a driving motor cannot generate electricity to charge a storage battery, and the electric quantity balance of an electric storage device is difficult to maintain.
The present invention provides a hybrid power device, including: the system comprises an engine, an accessory belt wheel train, a motor, a driven gear of a main speed reducer, a first speed change mechanism, a second speed change mechanism and a transmission shaft;
the engine is connected with the driven gear of the main speed reducer through the first speed change mechanism so as to provide first power for the driven gear of the main speed reducer through the first speed change mechanism;
the motor is connected with the driven gear of the main speed reducer through the second speed change mechanism so as to provide second power for the driven gear of the main speed reducer through the second speed change mechanism;
the engine is connected with the accessory belt wheel train to drive the accessory belt wheel train to rotate;
the accessory pulley system is connected with the motor through the transmission shaft so as to transmit the power of the engine to the motor through the transmission shaft to enable the motor to generate power when the motor does not provide the second power.
Optionally, the transmission shaft is located on the back of the engine, and the length of the transmission shaft is the same as the axial length of the engine.
Optionally, the hybrid power device further includes: a first electromagnetic clutch and/or a second electromagnetic clutch; the accessory belt wheel train is connected with the transmission shaft through the first electromagnetic clutch;
the transmission shaft is connected with the motor through the second electromagnetic clutch.
Optionally, the hybrid power device further includes: an intermediate transmission gear;
intermediate drive gear with the gear engagement of second speed change mechanism, and its axis with the axis of the belt pulley in the annex belt train is coaxial, the transmission shaft is connected intermediate drive gear with belt pulley in the annex belt train.
Optionally, the transmission shaft is a hard shaft.
Optionally, the transmission shaft is a flexible shaft.
Optionally, the hybrid power device further includes: a first gimbal and a second gimbal;
the transmission shaft is connected with the first electromagnetic clutch through the first universal joint.
The transmission shaft is connected with the second electromagnetic clutch through the second universal joint.
Optionally, the first speed change mechanism is any one of the following speed change mechanisms: the automatic transmission comprises a speed change mechanism in an AMT (automated mechanical transmission), a speed change mechanism in an AT (automatic transmission), a speed change mechanism in a DCT (dual clutch transmission) and a speed change mechanism in a CVT (continuously variable transmission).
Optionally, the first transmission mechanism includes: low-speed gear, medium-speed gear, high-speed gear and reverse gear;
the second speed change mechanism includes: low gear and high gear.
The hybrid power device of the present invention includes: the system comprises an engine, an accessory belt wheel train, a motor, a driven gear of a main speed reducer, a first speed change mechanism, a second speed change mechanism and a transmission shaft; the engine is connected with a driven gear of the main speed reducer through a first speed change mechanism so as to provide first power for the driven gear of the main speed reducer through the first speed change mechanism; the motor is connected with the driven gear of the main speed reducer through the second speed change mechanism so as to provide second power for the driven gear of the main speed reducer through the second speed change mechanism; the engine is connected with the accessory belt wheel train to drive the accessory belt wheel train to rotate; the accessory pulley system is connected with the electric motor through the transmission shaft so as to transmit the power of the engine to the electric motor through the transmission shaft to enable the electric motor to generate electricity when the electric motor does not provide the second power. Wherein, through making motor and engine be connected with the final drive driven gear through different speed change mechanism, when the vehicle parkked, the power of motor can not be applyed on the final drive driven gear through the inside of second speed change mechanism, and the power of engine passes through on the annex belt train transmits the transmission shaft this moment, then drive motor electricity generation, has consequently guaranteed to provide the idle speed electricity generation function under the minimum prerequisite of change to current derailleur, has effectively promoted the energy utilization of engine.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.
Fig. 1 is a schematic structural diagram of a hybrid power device according to an embodiment of the present invention;
fig. 2 is a schematic structural diagram of a hybrid power device according to a second embodiment of the present invention;
fig. 3 is a schematic structural diagram of a hybrid power device according to a third embodiment of the present invention;
fig. 4 is a schematic structural diagram of a hybrid power device according to a fourth embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Fig. 1 is a schematic structural diagram of a hybrid power device according to an embodiment of the present invention. As shown in fig. 1, the hybrid device described above includes: the transmission system comprises an engine 1, an accessory belt wheel system 10, a motor 2, a driven gear 3 of a main speed reducer, a first speed change mechanism 4, a second speed change mechanism 5 and a transmission shaft 6;
the electric motor 2 is connected with the driven gear 3 of the main speed reducer through a second speed change mechanism 5 so as to provide second power for the driven gear 3 of the main speed reducer through the second speed change mechanism 5;
the engine 1 is connected with the accessory pulley system 10 to drive the accessory pulley system 10 to rotate;
the accessory pulley system 10 is connected to the electric motor 2 through the transmission shaft 6 to transmit the power of the engine 1 to the electric motor 2 through the transmission shaft 6 to cause the electric motor 2 to generate electricity when the electric motor 2 does not supply the second power.
The power of the motor 2 is not applied to the driven gear 3 of the main reducer through the inside of the first speed change mechanism 4, but is applied to the driven gear 3 of the main reducer through the inside of the second speed change mechanism 5, so that the minimum change of the existing transmission is ensured; when the vehicle stops, the power of the engine 1 is transmitted to the transmission shaft 6 through the accessory pulley system 10, and then the motor 2 is driven to generate power, so that the idle speed power generation function is provided on the premise of minimally changing the existing transmission, and the electric quantity balance of the power storage device is effectively kept.
The embodiment of the invention provides a hybrid power device, which comprises: the system comprises an engine, an accessory belt wheel train, a motor, a driven gear of a main speed reducer, a first speed change mechanism, a second speed change mechanism and a transmission shaft; the engine is connected with a driven gear of the main speed reducer through a first speed change mechanism so as to provide first power for the driven gear of the main speed reducer through the first speed change mechanism; the motor is connected with the driven gear of the main speed reducer through the second speed change mechanism so as to provide second power for the driven gear of the main speed reducer through the second speed change mechanism; the engine is connected with the accessory belt wheel train to drive the accessory belt wheel train to rotate; the accessory pulley system is connected with the electric motor through the transmission shaft so as to transmit the power of the engine to the electric motor through the transmission shaft to enable the electric motor to generate electricity when the electric motor does not provide the second power. When the vehicle stops, the power of the engine is transmitted to the transmission shaft through the accessory belt wheel system and then drives the motor to generate power, so that the idle speed power generation function is provided on the premise of minimum change of the existing transmission, and the electric quantity balance of the electric storage device is effectively kept.
It should be noted that, subject to the existing automotive body structure, the electric motor 2 is actually located above the final drive driven gear 3 rather than behind as shown, i.e., the second transmission mechanism 5 is arranged vertically and the electric motor 2 is located behind and above the same side of the first transmission mechanism 4, which is only shown schematically in the unfolded state in fig. 1.
The propeller shaft 6 is located on the back side of the engine 1 and has the same length as the axial length of the engine 1. The propeller shaft 6 may be provided on the rear surface of the engine 1 in a space between the engine 1 and a dash panel of a vehicle body. The transmission shaft 6 may be disposed in front of the engine 1, and may be disposed according to a specific position of the motor 2, without being limited thereto.
Fig. 2 is a schematic structural diagram of a hybrid power device according to a second embodiment of the present invention. As shown in fig. 2, the hybrid power device further includes: a first electromagnetic clutch 71 and/or a second electromagnetic clutch 72;
the accessory belt wheel system 10 is connected with the transmission shaft 6 through a first electromagnetic clutch 71; the transmission shaft 6 is connected to the motor 2 via a second electromagnetic clutch 72.
The rotor shaft of the motor 2 and the pulley in the accessory pulley system 10 may be provided with one electromagnetic clutch or only one electromagnetic clutch. The rotational speed of the transmission shaft 6 should not normally be too high, and therefore an electromagnetic clutch is provided on the rotor shaft of the motor 2 and/or a pulley in the accessory pulley system 10, and the electromagnetic clutch is turned off when the rotational speed of the rotor shaft or the pulley exceeds a set value, and the engine 1 is operated in an idling state at the time of parking, and the electromagnetic clutch is engaged, thereby transmitting the power of the engine 1 to the motor 2 to generate electricity.
Fig. 3 is a schematic structural diagram of a hybrid power device according to a third embodiment of the present invention. As shown in fig. 3, the hybrid power device further includes: and an intermediate transmission gear 9 which is meshed with the gear of the second speed change mechanism 5 and has an axis coaxial with the axis of the belt pulley in the accessory belt gear train 10, and the transmission shaft 6 is connected with the intermediate transmission gear 9 and the belt pulley in the accessory belt gear train 10. When the rotor axis of the motor 2 is coaxial with the axis of the pulley in the accessory pulley system 10 and a certain space is provided near the axis for arranging the transmission shaft 6, the transmission shaft 6 can be directly connected with the rotor shaft of the motor 2 and the pulley in the accessory pulley system 10; if the two axes are not coaxial or there is no suitable space for the drive shaft 6, an intermediate drive gear 9 can be added.
Another way of achieving power transmission when the rotor axis of the motor 2 is not coaxial with the axis of the pulley in the accessory pulley system 10 is shown in fig. 4. Fig. 4 is a schematic structural diagram of a hybrid power device according to a fourth embodiment of the present invention. As shown in fig. 4, the hybrid device further includes: a first gimbal 81 and a second gimbal 82; the transmission shaft 6 is connected with the first electromagnetic clutch 71 through a first universal joint 81; the transmission shaft 6 is connected to the second electromagnetic clutch 72 through a second universal joint 82 to achieve power transmission between the parallel shafts.
In practical applications, the first electromagnetic clutch 71 and the second electromagnetic clutch 72 may not be provided in fig. 4, and in this case, the accessory pulley system 10 is connected to the transmission shaft 6 via the first universal joint 81, and the transmission shaft 6 is connected to the electric motor 2 via the second universal joint 82, so that power transmission between the parallel shafts is also realized.
The transmission shaft 6 can be the conventional hard shaft or can be realized by adopting a flexible shaft. If the power of the engine 1 transmitted by the transmission shaft 6 is not large, for example, not more than 5-10 kW, the transmission shaft 6 can be realized by adopting a flexible shaft. Because the flexible shaft can be flexibly bent, the shape of the flexible shaft can be adaptively bent according to the shape of a part on the back of the engine 1 to form an irregular space curve, so that the power of the engine 1 is transmitted, universal joints do not need to be arranged at the two ends of the flexible shaft, and only one or two electromagnetic clutches need to be arranged according to requirements.
The pulley in the accessory pulley system 10 may be a new pulley or may utilize an existing pulley. For the hybrid vehicle capable of being externally charged, an electric air conditioner is generally adopted, so that an air conditioner compressor originally driven by the engine 1 can be eliminated, and the power of the engine 1 is transmitted to the motor 2 through the transmission shaft 6 by utilizing the belt pulley. Further, since 12V DC/DC is also generally used instead of the generator driven by the engine 1, a pulley of the generator can be used for the above-described purpose. As for the diameter of the pulley, it is possible to flexibly set the diameter according to the idle speed of the engine 1 and the power generation speed of the motor 2, but not limited thereto.
The conventional automatic Transmission mainly includes four types, namely, an Automatic Mechanical Transmission (AMT), an Automatic Transmission (AT), a Continuously Variable Transmission (CVT), and a Dual Clutch Transmission (DCT). On the basis of these four types of transmissions, a hybrid power device can be formed by adding the electric motor 2 connected with the final drive driven gear 3 without changing the shift control hardware and software, that is, the first transmission mechanism 4 can be any one of a transmission mechanism in an AMT, a transmission mechanism in an AT, a transmission mechanism in a DCT, or a transmission mechanism in a CVT.
The engine 1 and the motor 2 respectively drive the first speed change mechanism 4 and the second speed change mechanism 5, and two driving forces are superposed on the driven gear 3 of the main speed reducer to drive the vehicle, so that the first speed change mechanism 4 and the second speed change mechanism 5 can work according to respective gear shifting characteristics, when one speed change mechanism shifts gears, the other speed change mechanism avoids simultaneous gear shifting, power can be guaranteed to shift gears without interruption, even the gears are shifted while accelerating, and the vehicle dynamic property is improved. When the vehicle is stopped and the second transmission mechanism 5 is in neutral, the connection between the electric motor 2 and the wheels is cut off, and the electric motor 2 can be driven to generate electric power by the power of the engine 1 transmitted through the propeller shaft 6.
Adding the electric motor 2 to an existing transmission inevitably requires modification of the transmission housing, and if the transmission manufacturer wishes to make further appropriate modifications to create a more suitable product, the first variator 4 only needs to have 3 forward gears and reverse gears, i.e. the first variator 4 has 1 gear, 2 gears, 3 gears and reverse gear, and the second variator 5 only needs to have 2 forward gears, i.e. the second variator 5 has low and high gears, which reduces the complexity and cost of the hybrid device.
The gear 1/2/3/4/5/R ratios for a typical 5-speed transmission are, in order: 3.583, 2.105, 1.379, 1.030, 0.820, -3.363, and a final reduction ratio of 3.722. The speed ratio of the gear 1/2/3/R of the first speed change mechanism 4 of this embodiment can be set to be: 2.105, 1.379, 1.030, -3.363. The speed ratio of each gear may also be other numerical values, and may be selected and set according to actual requirements, which is not limited to this.
The speed ratios of the low gear and the high gear of the second transmission mechanism 5 may be set such that: 2.105 and 1.030. Since the rotation speed corresponding to the shift of the electric motor 2 is higher than the rotation speed of the engine 1, it is possible to avoid the second speed change mechanism 5 from shifting also when the first speed change mechanism 4 is shifted, thereby avoiding the interruption of the shift power, and at the same time, it is possible to utilize the same gear as much as possible.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; while the invention has been described in detail and with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present invention.

Claims (3)

1. A hybrid power device characterized by comprising: the system comprises an engine, an accessory belt wheel train, a motor, a driven gear of a main speed reducer, a first speed change mechanism, a second speed change mechanism and a transmission shaft;
the engine is connected with the driven gear of the main speed reducer through the first speed change mechanism so as to provide first power for the driven gear of the main speed reducer through the first speed change mechanism;
the motor is connected with the driven gear of the main speed reducer through the second speed change mechanism so as to provide second power for the driven gear of the main speed reducer through the second speed change mechanism;
the engine is connected with the accessory belt wheel train to drive the accessory belt wheel train to rotate;
the accessory pulley system is connected with the motor through the transmission shaft so as to transmit the power of the engine to the motor through the transmission shaft to enable the motor to generate power when the motor does not provide the second power;
the transmission shaft is positioned on the back of the engine, and the length of the transmission shaft is the same as the axial length of the engine;
the hybrid power device further includes: a first electromagnetic clutch and/or a second electromagnetic clutch;
the accessory belt wheel train is connected with the transmission shaft through the first electromagnetic clutch;
the transmission shaft is connected with the motor through the second electromagnetic clutch;
the transmission shaft is a flexible shaft.
2. The hybrid device according to claim 1,
the first speed change mechanism is any one of the following speed change mechanisms: the automatic transmission comprises a speed change mechanism in an AMT (automated mechanical transmission), a speed change mechanism in an AT (automatic transmission), a speed change mechanism in a DCT (dual clutch transmission) and a speed change mechanism in a CVT (continuously variable transmission).
3. The hybrid device according to claim 1,
the first speed change mechanism includes: low-speed gear, medium-speed gear, high-speed gear and reverse gear;
the second speed change mechanism includes: low gear and high gear.
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CN107933283B (en) * 2017-11-15 2021-01-08 上海依相动力系统有限公司 Double-shaft input hybrid power system and driving method

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