CN110578570A - P0 system integrated into engine transmission timing system and vehicle - Google Patents

Abstract

A P0 system integrated into an engine transmission timing system and a vehicle including the P0 system are provided. The engine transmission timing system comprises a timing chain or a timing belt which is arranged around an intake camshaft chain wheel or a timing belt pulley, an exhaust camshaft chain wheel or a timing belt pulley and a crankshaft chain wheel or a timing belt pulley, and the P0 system comprises a motor assembly and a motor chain wheel or a timing belt pulley, wherein the motor assembly is in transmission connection with the timing chain or the timing belt through the motor chain wheel or the timing belt pulley and further in transmission connection with the crankshaft chain wheel or the timing belt pulley. The P0 system of the present invention is integrated with an engine drive timing system, and the motor assembly is drivingly connected to a crankshaft sprocket or timing pulley, which results in high mechanical efficiency and avoids belt slip. Vehicles including the P0 system integrated into the engine transmission timing system of the present invention may be driven in a hybrid drive mode, an engine drive mode, and an electric drive mode.

Description

P0 system integrated into engine transmission timing system and vehicle

Technical Field

the invention relates to a vehicle driving system, in particular to a P0 system integrated into an engine transmission timing system and a vehicle comprising the P0 system.

Background

In a hybrid vehicle, there is a widely-existing expression of "Px hybrid", where "x" refers to the position of the motor. For example, P0 indicates that the whole power auxiliary equipment including the motor is arranged at the front end of the engine, P1 indicates that the motor is positioned at the tail end of the crankshaft of the engine and in front of the clutch, P2 indicates that the motor is positioned between the engine and the gearbox and close to the side of the gearbox, and the clutch is arranged between the motor and the engine.

For example, the existing P0 system has some disadvantages:

(1) The mechanical efficiency is low, and the belt is easy to slip;

(2) The friction of the engine (internal combustion engine) system is large;

(3) The torque transfer capacity is limited, and therefore the power of the motor is limited;

(4) Boost and charging capabilities are generally limited;

(5) A large additional space is required.

For example, the existing P2 system also has some disadvantages:

(1) Relatively high costs;

(2) A large space is required between the engine and the gearbox, but the space available between the engine and the gearbox is extremely limited;

(3) There is no further support for improved engine performance.

Disclosure of Invention

The present invention has been made in view of the state of the art described above. It is an object of the present invention to provide a P0 system integrated into an engine transmission timing system to reduce or even eliminate at least one of the above disadvantages. It is another object of the present invention to provide a P0 system integrated into an engine transmission timing system that can further support the engine system to produce better performance.

there is provided a P0 system integrated into an engine drive timing system including an intake camshaft sprocket or timing pulley, an exhaust camshaft sprocket or timing pulley, a crankshaft sprocket or timing pulley, and a timing chain or timing belt disposed around the intake camshaft sprocket or timing pulley, the exhaust camshaft sprocket or timing pulley, the crankshaft sprocket or timing pulley, the P0 system including a motor assembly and a motor sprocket or timing pulley, the motor assembly being drivingly connected with the timing chain or timing belt via the motor sprocket or timing pulley, and further being drivingly connected with the crankshaft sprocket or timing pulley.

in at least one embodiment, the timing chain or belt meshes with the motor sprocket or timing pulley such that the motor sprocket or timing pulley is disposed between the intake camshaft sprocket or timing pulley and the crankshaft sprocket or timing pulley or the motor sprocket or timing pulley is disposed between the exhaust camshaft sprocket or timing pulley and the crankshaft sprocket or timing pulley in the direction of extension of the timing chain or belt.

In at least one embodiment, the motor assembly includes a motor and a speed reduction mechanism disposed between the motor and the motor sprocket or timing pulley and drivingly connected to the timing chain or timing belt via the motor sprocket or timing pulley.

In at least one embodiment, the P0 system further includes a rechargeable battery pack and an inverter.

in at least one embodiment, the motor assembly drives the crankshaft sprocket or timing pulley via the timing chain or timing belt in both the start and boost modes.

In at least one embodiment, in the power generation mode, the crankshaft sprocket or timing pulley drives the motor assembly via the timing chain or timing belt to generate power.

In at least one embodiment, in the power generation mode, the motor assembly applies torque to a crankshaft through the timing chain or belt in anti-phase with the crankshaft such that non-uniformity of the crankshaft is reduced.

In at least one embodiment, tensioners are provided on both sides of the motor sprocket or timing pulley in the direction of extension of the timing chain or timing belt, thereby enabling the timing chain or timing belt on both sides of the motor sprocket or timing pulley to be switched between a slack side and a tight side in different operating modes.

A vehicle is provided that includes a P0 system integrated into an engine transmission timing system according to the present invention.

In at least one embodiment, the vehicle includes an electrically driven air conditioning compressor and a water pump.

Compared with the prior P0 system, the P0 system of the invention is integrated with an engine transmission timing system, and the motor assembly is in transmission connection with a timing chain or a timing belt through a motor chain wheel or a timing belt pulley, and further in transmission connection with a crankshaft chain wheel or a timing belt pulley. This may result in high mechanical efficiency and avoid belt slip. Vehicles including the P0 system integrated into the engine transmission timing system of the present invention may be driven in a hybrid drive mode, an engine drive mode, and an electric drive mode.

Drawings

FIG. 1 shows a schematic diagram of a P0 system integrated into an engine transmission timing system, according to one embodiment of the present invention.

Description of the reference numerals

1 an intake camshaft sprocket or timing pulley; 2 exhaust camshaft sprockets or timing pulleys; 3 crankshaft sprockets or timing pulleys; 4 timing chains or belts; 5, a motor component; 6 motor chain wheel or timing belt wheel.

Detailed Description

exemplary embodiments of the present invention are described below with reference to the accompanying drawings. It should be understood that the detailed description is intended only to teach one skilled in the art how to practice the invention, and is not intended to be exhaustive or to limit the scope of the invention.

Referring to FIG. 1, one embodiment of the present invention provides a hybrid powertrain system that is a P0 system integrated into an engine transmission timing system.

the engine transmission timing system comprises an intake camshaft sprocket or timing pulley 1, an exhaust camshaft sprocket or timing pulley 2, a crankshaft sprocket or timing pulley 3 and a timing chain or timing belt 4, wherein the timing chain or timing belt 4 is arranged around the intake camshaft sprocket or timing pulley 1, the exhaust camshaft sprocket or timing pulley 2 and the crankshaft sprocket or timing pulley 3. The crankshaft sprocket or timing pulley 3 is mounted to or formed on the crankshaft of the engine and the crankshaft sprocket or timing pulley 3 are driven to rotate by the engine. A timing chain or belt 4 transmits the rotation of the crankshaft sprocket or timing pulley 3 to the intake camshaft sprocket or timing pulley 1 and the exhaust camshaft sprocket or timing pulley 2.

It should be understood that the positions of the intake camshaft sprocket or timing pulley 1 and the exhaust camshaft sprocket or timing pulley 2 may be interchanged.

The P0 system comprises a motor assembly 5 and a motor sprocket or timing pulley 6, wherein the motor assembly 5 is in driving connection with a timing chain or timing belt 4 via the motor sprocket or timing pulley 6, and further in driving connection with a crankshaft sprocket or timing pulley 3. Note that "drive connection" here means that the torque or power of the motor assembly 5 can be transmitted to the timing chain or timing belt 4 and further to the crankshaft sprocket or timing pulley 3 via the motor sprocket or timing pulley 6, and the torque or power of the crankshaft sprocket or timing pulley 3 can be transmitted to the motor assembly 5 via the timing chain or timing belt 4 and the motor sprocket or timing pulley 6.

It will be appreciated that the intake camshaft sprocket or timing pulley 1, the exhaust camshaft sprocket or timing pulley 2, the crankshaft sprocket or timing pulley 3, and the motor sprocket or timing pulley 6 are substantially co-planar, such that the sprockets or timing pulleys 1, 2, 3, 6 are surrounded by the same timing chain or belt 4.

As shown in fig. 1, the motor sprocket or timing pulley 6 meshes with the timing chain or timing belt 4 of the engine drive timing system in which the P0 system is integrated. Therefore, the P0 system of the present embodiment may also be referred to as a P0 system integrated into an engine transmission timing system.

In the example of fig. 1, a motor sprocket or timing pulley 6 is disposed between the intake camshaft sprocket or timing pulley 1 and the crankshaft sprocket or timing pulley 3 in the extending direction of the timing chain or timing belt 4. It will be appreciated that the motor sprocket or timing pulley 6 can also be disposed between the exhaust camshaft sprocket or timing pulley 2 and the crankshaft sprocket or timing pulley 3.

In one example, the motor assembly 5 includes a motor and a speed reduction mechanism disposed between the motor and a motor sprocket or timing pulley 6 and drivingly connected to the timing chain or timing belt 4 via the motor sprocket or timing pulley 6.

It should be understood that the electric machine in the electric machine assembly 5 herein can operate as both an electric motor and a generator. The P0 system may also include a rechargeable battery pack and an inverter.

In the start-up and power-assist modes of the hybrid powertrain, the electric motor assembly 5 drives a crankshaft sprocket or timing pulley 3 via a timing chain or belt 4. In the power generation mode, the crankshaft sprocket or timing pulley 3 drives the motor assembly 5 via the timing chain or timing belt 4 to generate power.

Tensioners, such as intelligent tensioners, may be provided on both sides of the motor sprocket or timing pulley 6 in the direction of extension of the timing chain or timing belt 4, thereby enabling the timing chain or timing belt 4 on both sides of the motor sprocket or timing pulley 6 to be switched between the slack side and the tight side in different operating modes (e.g., start and boost mode, power generation mode). An intelligent hydraulic switching element may be disposed within the intelligent tensioner. The tensioner may be a two-way tensioner for a timing chain drive system or a pendulum mechanical tensioner for a timing belt drive system.

In the power generation mode, the unevenness of the crankshaft causes the timing chain or the timing belt 4 to shake (chain force shake), at which time the motor assembly 5 can apply a torque in the opposite phase to the phase of the crankshaft, so that the load fluctuation and the resonance peak of the timing chain or the timing belt 4 are significantly reduced.

Cylinder deactivation techniques may be applied to the intake and exhaust camshafts to reduce friction and pump losses. In addition, an electronic phase adjuster (electronic camshaft phaser) may be mounted to the camshaft, which may maintain the valve timing accuracy at a high level. A fully variable electro-hydraulic valve control system (UniAir) can be implemented by cylinder deactivation techniques and electronic phase adjusters to compensate for possible crankshaft-cam misalignment.

The sliding bearing on the crankshaft can be replaced by a rolling bearing such as a ball bearing and the like to reduce friction, which is very beneficial to a pure electric driving mode.

Existing engine front end accessory systems include mechanical (belt driven) compressors and water pumps, among others. In a vehicle including the hybrid system of the present embodiment, an electronic (electrically driven) compressor and a water pump can be used, so that the existing engine front end accessory system can be eliminated, and space can be saved.

In the hybrid power system, in the motor control and hybrid strategy algorithm, data processing including data storage and exchange can be executed in the cloud. In this way, the need for service and maintenance of the hybrid powertrain system can be predicted, and the timing system can be automatically optimized.

Some advantageous effects of the above-described embodiments of the present invention will be briefly described below.

In the prior art P0 system, the electric machine is mounted in the engine front end accessory system. The engine front end accessory system is spaced a distance from the engine transmission timing system in the direction of extension of the crankshaft. In the engine front end accessory system, an elastic belt or a v-ribbed belt is used instead of a toothed belt (timing belt), the torque transmission capability of the elastic belt or the v-ribbed belt is poor and cannot be used to transmit power, and a motor cannot be used for assisting power during the running of a vehicle. The vehicle cannot run in the pure electric drive mode.

in contrast to the prior art P0 system, the P0 system of the present invention is integrated with an engine drive timing system, and the motor assembly 5 is drivingly connected to a crankshaft sprocket or timing pulley 3 via a timing chain or belt 4. This may result in high mechanical efficiency and avoid belt slip.

the motor assembly 5 of the invention not only can provide power for the engine in a hybrid mode, but also can drive the vehicle to run by the motor assembly 5 and the engine together, and can also drive the vehicle to run by the motor assembly 5 only. Therefore, the P0 system of the present invention has better performance than the existing P0 system or P2 system.

The motor assembly 5 of the present invention is directly integrated into the engine transmission timing system, and the timing chain or timing belt 4 of the engine transmission timing system is directly used to transmit torque or power between the motor assembly 5 and the crankshaft sprocket or timing pulley 3, therefore, the P0 system of the present invention has compact structure and small space occupation.

Additionally, the hybrid powertrain system of the present invention requires less space since the engine front end accessory system can be eliminated. Compared with the existing P0 system, the P0 system of the invention has better cost.

The hybrid power system can obtain better NVH performance and has better strength and durability.

Since crankshaft non-uniformity can be significantly reduced, a relatively smooth timing drive system can be produced.

Sensors may be provided in the timing system and by reading and analyzing sensor data and motor torque, wear and mechanical thermodynamic states of various engine components may be resolved.

Preventative maintenance may be achieved using motor data.

It should be understood that the above embodiments are only exemplary and are not intended to limit the present invention. Various modifications and alterations of the above-described embodiments may be made by those skilled in the art in light of the teachings of the present invention without departing from the scope thereof.

Claims (10)

1. A P0 system integrated into an engine drive timing system including an intake camshaft sprocket or timing pulley, an exhaust camshaft sprocket or timing pulley, a crankshaft sprocket or timing pulley, and a timing chain or timing belt disposed around the intake camshaft sprocket or timing pulley, the exhaust camshaft sprocket or timing pulley, the crankshaft sprocket or timing pulley, the P0 system including a motor assembly and a motor sprocket or timing pulley, the motor assembly being drivingly connected with the timing chain or timing belt via the motor sprocket or timing pulley, and further being drivingly connected with the crankshaft sprocket or timing pulley.

2. The P0 system integrated into an engine drive timing system according to claim 1, wherein the timing chain or belt meshes with the motor sprocket or belt so that in the direction of extension of the timing chain or belt, the motor sprocket or belt is disposed between the intake camshaft sprocket or belt and the crankshaft sprocket or belt, or the motor sprocket or belt is disposed between the exhaust camshaft sprocket or belt and the crankshaft sprocket or belt.

3. The P0 system integrated into an engine drive timing system of claim 1, wherein the motor assembly includes a motor and a speed reduction mechanism disposed between the motor and the motor sprocket or timing pulley and drivingly connected to the timing chain or timing belt via the motor sprocket or timing pulley.

4. The P0 system integrated into an engine transmission timing system according to any one of claims 1-3, wherein the P0 system further includes a rechargeable battery pack and an inverter.

5. The P0 system integrated into an engine transmission timing system according to any one of claims 1-3, wherein in start-up and power-assist modes, the motor assembly drives the crankshaft sprocket or timing pulley via the timing chain or timing belt.

6. The P0 system integrated into an engine transmission timing system according to any one of claims 1-3, wherein in a power generation mode, the crankshaft sprocket or timing pulley drives the motor assembly via the timing chain or timing belt to generate power.

7. The P0 system integrated into an engine transmission timing system according to any one of claims 1-3, wherein in a power generation mode, the motor assembly applies a torque to a crankshaft through the timing chain or belt that is out of phase with the crankshaft so that non-uniformity of the crankshaft is reduced.

8. The P0 system integrated into an engine transmission timing system according to any one of claims 1-3, wherein tensioners are provided on both sides of the motor sprocket or timing pulley in the direction of extension of the timing chain or timing belt, thereby enabling the timing chain or timing belt on both sides of the motor sprocket or timing pulley to be switched between slack and tight sides in different operating modes.

9. A vehicle comprising the P0 system integrated into an engine transmission timing system of any one of claims 1-8.

10. The vehicle of claim 9, characterized in that the vehicle comprises an electrically driven air conditioning compressor and water pump.