CN204055309U - Single-axle parallel hybrid mechanism - Google Patents

Abstract

The utility model relates to a single-shaft parallel hybrid mechanism, which includes an engine, an AMT gearbox, a drive motor, a transmission shaft and a drive axle, and a first automatic clutch is connected between the output shaft of the engine and the input shaft of the AMT gearbox. The output shaft of the gearbox is connected to the input shaft of the drive motor, the second automatic clutch is connected between the output shaft of the drive motor and the power input end of the drive shaft, the power output end of the drive shaft is connected to the drive axle, and the drive motor is electrically connected to a The motor controller is electrically connected to a power battery, and the engine, the first automatic clutch, the AMT gearbox, the second automatic clutch, the motor controller and the power battery are all electrically connected to the vehicle controller. The utility model can solve the power interruption problem when the AMT gearbox shifts gears, can make full use of the high-efficiency area of the engine, and has good energy-saving and emission-reduction effects.

Description

Single Shaft Parallel Hybrid Mechanism

technical field

The utility model relates to the field of drive systems of hybrid electric vehicles, in particular to a single-axis parallel hybrid mechanism.

Background technique

As a new energy vehicle, a hybrid vehicle combines the advantages of fuel vehicles and pure electric vehicles. Its power source includes an engine and a drive motor. The drive forms of existing hybrid vehicles are divided into three types: series, parallel and hybrid. .

The utility model is mainly aimed at the single-axis parallel driving form. In the Chinese utility model patent named "coaxial parallel hybrid power assembly" and the patent number is 201220682189.3, the power assembly includes an engine, a clutch, a transmission, a drive motor, The elastic coupling, the supercapacitor group and the control system, the supercapacitor provides the power to drive the motor and the supercapacitor is charged by the charging device in the control system, and the charging device can be connected to the mains. In the above-mentioned single-shaft parallel hybrid powertrain, the engine, clutch, transmission, elastic coupling and drive motor are installed on the same axis, the clutch is installed between the engine and the transmission, and the elastic coupling is used to connect the output shaft of the transmission and the input shaft of the drive motor, the output end of the drive motor is connected to the drive shaft, and the drive shaft drives the wheels to rotate through the drive axle. This type of connection structure cannot realize the charging of the energy storage device by the motor driven by the engine under the idling state of the vehicle. The electric energy can only come from external power supply charging or energy recovery during braking, which greatly limits the application of this single-axis parallel system in vehicles. use and promotion. At the same time, the powertrain of this kind of structure cannot make full use of the high-efficiency zone of the engine to work, and the effect of energy saving and emission reduction is not good, especially in urban hybrid electric buses, it cannot make full use of the time of traffic lights and the power of the engine when the vehicle is low load. efficient area. In addition, in a hybrid powertrain using an AMT gearbox, there will be a power interruption phenomenon in the shift gap, and the existing hybrid powertrain cannot solve the power interruption problem during gear shifting.

Utility model content

The technical problem to be solved by the utility model is to provide a single-shaft parallel hybrid power mechanism that can solve the power interruption problem when the AMT gearbox shifts gears, can make full use of the high-efficiency area of the engine, and has good energy-saving and emission-reduction effects.

In order to solve the above-mentioned technical problems, the single-shaft parallel hybrid mechanism of the present invention includes engine, AMT gearbox, drive motor, transmission shaft and drive axle, and its structural characteristic is that the output shaft of described engine and the input shaft of AMT gearbox The first automatic clutch is connected between them, the output end of the AMT gearbox is connected with the input shaft of the drive motor, the second automatic clutch is connected between the output shaft of the drive motor and the power input end of the drive shaft, and the power output end of the drive shaft is connected with the drive axle Connected, the drive motor is powered on and connected to the motor controller, and the motor controller is powered on and connected to the power battery.

The engine, the first automatic clutch, the AMT gearbox, the second automatic clutch, the motor controller and the power battery are all electrically connected to the vehicle controller.

With the above structure, the first automatic clutch is used to connect or disconnect the power connection between the engine and the AMT gearbox, and the second clutch is used to connect or disconnect the power connection between the AMT gearbox and the drive motor. The transmission shaft and the drive axle are mechanically connected to transmit power, and the drive axle finally transmits the power to the drive wheels to drive the vehicle. Among them, the motor controller can decide whether to convert the electric energy stored in the power battery into mechanical energy through the driving motor according to the instruction of the vehicle controller, or can recover the braking energy of the vehicle according to the instruction of the vehicle controller to drive the mechanical energy The electrical energy converted by the motor is stored in the power battery.

Preferably, a deceleration mechanism is installed on the power output end of the drive motor, and the second automatic clutch is connected to the output end of the deceleration mechanism. The reduction mechanism is preferably a planetary gear reducer. The reduction mechanism can reduce the speed and increase the torque when the motor outputs power, allowing the motor to run at a high output speed. At the same time, it can play the role of speeding up during energy recovery, which is more conducive to better energy recovery of the motor.

The uniaxial parallel hybrid mechanism of the present utility model has the following working modes:

1) When driving purely electric, the first automatic clutch is separated and the second automatic clutch is combined. The electric energy in the power battery is supplied to drive the motor to rotate and converted into mechanical energy. The mechanical power is transmitted to the drive shaft through the second automatic clutch to the drive axle. The driving wheels drive the vehicle to travel.

2) When pure electric starts to hybrid power mode or engine mode, the engine starts, the first automatic clutch is closed, the engine is released from the forced oil cut-off state, the transmission maintains the current gear, and the drive motor provides drag torque to achieve fast and smooth engine running Automatically start the process.

3) When the engine and the drive motor jointly provide torque, the first automatic clutch and the second automatic clutch are both closed, the power battery supplies the drive motor, and the engine also rotates to provide power for the vehicle.

4) When the engine provides torque alone, the first automatic clutch and the second automatic clutch are closed, and the drive motor does not work. It only follows the output shaft of the AMT gearbox to idle, so that the engine can provide power for the vehicle alone.

5) When the power battery is charging, the first automatic clutch is closed and the second automatic clutch is disengaged. The drive motor acts as a generator to convert the mechanical energy from the engine into electrical energy and store it in the power battery.

6) During braking energy recovery: the first automatic clutch is disengaged, the second automatic clutch is closed, and the control drive motor works as a generator drive motor to convert the mechanical energy from the transmission shaft into electrical energy and store it in the power battery.

It can be seen that due to the adoption of the power transmission structure of the utility model, when the vehicle needs to shift gears, the first automatic clutch is separated, the second automatic clutch is closed, the drive motor works, and the electric energy stored in the power battery is used to provide the required power for the vehicle. This state continues until the AMT gearbox is shifted, the first automatic clutch is closed, and the engine can continue to provide power for the vehicle. In this way, during the whole shifting process, there will be no inevitable power interruption problem when the vehicle using the AMT gearbox is shifted, which can not only ensure the dynamic performance of the whole vehicle, but also improve the comfort of the driver and passengers.

At the same time, when the vehicle is running, especially when the vehicle is at low speed and low load, the engine works in the non-efficient area. And the vehicle that adopts this mechanism utilizes the drive motor to generate electricity to increase the overall load of the vehicle at low speed and low load, stores the electric energy generated by the drive motor at this time in the power battery, and releases the electric energy when needed.

In addition, when the vehicle, especially the public transport vehicle, is in the state of waiting for the traffic light, the general vehicle is in the idling state, and the engine consumes fuel and does not perform work, resulting in waste of resources and air pollution. The bus using this system can use the engine to drive the drive motor to store electric energy, make full use of the idle state of the engine, keep the engine in the high-efficiency zone, and achieve the purpose of energy saving and emission reduction.

In summary, the utility model can solve the power interruption problem when the AMT gearbox shifts gears, can make full use of the high-efficiency area of the engine, and has good energy-saving and emission-reduction effects.

Description of drawings

Below in conjunction with accompanying drawing and specific embodiment the utility model is described in further detail:

Fig. 1 is a schematic diagram of the structure principle of one embodiment of the present invention;

Fig. 2 is a schematic structural principle diagram of another embodiment of the present invention.

Detailed ways

With reference to accompanying drawing, the uniaxial parallel hybrid mechanism of the present utility model comprises engine 1, AMT gearbox 2, drive motor 3, transmission shaft 4 and drive axle 5, between the output shaft of engine 1 and the input shaft of AMT gearbox 2 Connect the first automatic clutch 6, the output shaft of the AMT gearbox 2 is connected with the input shaft of the drive motor 3, the second automatic clutch 7 is connected between the output end of the drive motor 3 and the power input end of the drive shaft 4, the drive shaft 4 The power output terminal is connected to the drive axle 5 , the drive motor 3 is electrically connected to a motor controller 8 , and the motor controller 8 is electrically connected to a power battery 9 . Wherein, the engine 1 , the first automatic clutch 6 , the AMT gearbox 2 , the second automatic clutch 7 , the motor controller 8 and the power battery 9 are all electrically connected to the vehicle controller 10 .

In the above structure, the first automatic clutch 6 is used to connect or disconnect the power connection between the engine 1 and the AMT gearbox 2, and the second clutch 7 is used to connect or disconnect the power between the AMT gearbox 2 and the drive motor 3 connect. The drive shaft 4 is mechanically connected to the drive axle 5 to transmit power, and the drive axle 5 finally transmits the power to the drive wheels 11 to drive the vehicle. Among them, the motor controller 8 decides whether to convert the electric energy stored in the power battery 9 into mechanical energy through the driving motor 3 according to the instruction of the vehicle controller 10, and can also recover the braking energy of the vehicle according to the instruction of the vehicle controller 10. The mechanical energy is converted into electrical energy through the drive motor 3 and stored in the power battery 9 .

The uniaxial parallel hybrid mechanism of the present utility model has the following working modes:

1) During pure electric driving, the vehicle controller 10 controls the first automatic clutch to disengage and the second automatic clutch to engage. The motor controller 8 supplies the electric energy of the power battery 9 to the driving motor 3 to rotate to generate mechanical energy, and the mechanical power is transmitted to the transmission shaft 4 through the second automatic clutch 7 and then to the driving axle 5, and finally drives the vehicle through the driving wheels 11.

2) When the pure electric start is in the hybrid mode or the engine mode, the vehicle controller 10 controls the vehicle to automatically start the engine, the vehicle controller 10 controls the first automatic clutch 6 to be in the closed state, and controls the engine 1 to release the forced fuel cut-off state , control the AMT gearbox 2 to maintain the current gear, and control the driving motor 3 to provide drag torque, so as to realize the fast and smooth automatic starting process of the engine.

3) When the engine 1 and the drive motor 3 jointly provide torque, the vehicle controller 10 controls the first automatic clutch 6 and the second automatic clutch 7 to be in the closed state, and controls the motor controller 8 to supply the electric energy of the power battery 9 to the drive motor 3, Converted into mechanical energy, together provide power for the vehicle.

4) When the engine provides torque alone, the vehicle controller 10 controls the first automatic clutch 6 and the second automatic clutch 7 to be in the closed state, and controls the motor controller 8 so that the drive motor 3 does not work and only follows the output shaft of the AMT gearbox 2 to idle , it can be realized that the engine 1 alone provides power for the vehicle.

5) When the power battery 9 is being charged, the vehicle controller 10 controls the first automatic clutch 6 to close, the second automatic clutch 7 is in a disengaged state, and controls the motor controller 8 to make the drive motor 3 act as a generator to convert the mechanical energy from the engine 1 into Electric energy is stored in the power battery 9 .

6) During braking energy recovery: the vehicle controller 10 controls the first automatic clutch 6 to disengage, the second automatic clutch 7 to close, and controls the motor controller 8 to make the driving motor 3 act as a generator to convert the mechanical energy from the transmission shaft 4 into electrical energy Stored in the power battery 9.

It can be seen that due to the adoption of the power transmission structure of the present utility model, when the vehicle needs to shift gears, the first automatic clutch 6 is separated, the second automatic clutch 7 is closed, the drive motor 3 works, and the electric energy stored in the power battery 9 is used to provide the vehicle with This state continues until the AMT gearbox 2 shifts gears, the first automatic clutch 6 is closed, and the engine 1 can continue to provide power for the vehicle. In this way, during the entire shifting process, the inevitable power interruption problem during shifting of the vehicle using the AMT gearbox will not occur, which can not only ensure the dynamic performance of the whole vehicle, but also improve the comfort of the driver and passengers.

At the same time, when the vehicle is running, especially when the vehicle is at low speed and low load, the engine works in the non-efficient area. And the vehicle that adopts this mechanism utilizes driving power 3 to generate electricity to improve the overall load of the vehicle when the load is low at low speed, and the electric energy generated by the driving motor is stored in the power battery 9 at this moment, and the discharge of electric energy is carried out when needed.

In addition, when the vehicle, especially the public transport vehicle, is in the state of waiting for the traffic light, the general vehicle is in the idling state, and the engine consumes fuel and does not perform work, resulting in waste of resources and air pollution. The bus using this system can use the engine to drive the drive motor to store electric energy, make full use of the idle state of the engine, keep the engine in the high-efficiency zone, and achieve the purpose of energy saving and emission reduction.

Fig. 2 shows another embodiment of the present utility model, a deceleration mechanism is installed on the power output end of the drive motor 3, and the second automatic clutch 7 is connected with the output end of the deceleration mechanism. Among them, the reduction mechanism is preferably the planetary gear reducer 12 . The deceleration mechanism can reduce the speed and increase the torque when the drive motor outputs power, allowing the drive motor to run at a high output speed state. Generally, the high speed state of the motor is a high-efficiency state. This mechanism is conducive to the high-efficiency state of the motor. district operation. At the same time, during energy recovery, the deceleration mechanism can play a role in speeding up, making the driving motor rotate faster when used as a generator, which is more conducive to better energy recovery of the motor. The motor that can be used as a generator used in the utility model is an existing structure, which will not be described in detail here. In addition, the speed reduction mechanism can be made into an integrated structure with the motor.

In the utility model, the core of the utility model is the mechanical connection structure and the circuit connection structure of the power assembly, rather than a control process or control method. The above description of the control process is only to introduce the functions and effects brought by the specific structure, which should be understood as a functional limitation of the specific structural components. In the present utility model, the control circuits in the vehicle controller 10 and the motor controller 8 are all prior art, and will not be repeated here.

To sum up, the utility model is not limited to the above specific embodiments. Those skilled in the art can make several changes and modifications without departing from the spirit and scope of the present utility model. The protection scope of the utility model should be based on the claims of the utility model.

Claims (4)

1. a single-axle parallel hybrid mechanism, comprise driving engine (1), AMT change speed gear box (2), drive motor (3), transmission shaft (4) and drive axle (5), it is characterized in that connecting the first self-acting clutch (6) between the output shaft of described driving engine (1) and the input shaft of AMT change speed gear box (2), the output shaft of AMT change speed gear box (2) is connected with the input shaft of drive motor (3), the second self-acting clutch (7) is connected between the mouth of drive motor (3) and the power intake of transmission shaft (4), the clutch end of transmission shaft (4) is connected with drive axle (5), drive motor (3) is electrically connected with electric machine controller (8), electric machine controller (8) is electrically connected with electrokinetic cell (9).

2. single-axle parallel hybrid mechanism as claimed in claim 1, is characterized in that described driving engine (1), the first self-acting clutch (6), AMT change speed gear box (2), the second self-acting clutch (7), electric machine controller (8) and electrokinetic cell (9) are all electrically connected with entire car controller (10).

3. single-axle parallel hybrid mechanism as claimed in claim 1 or 2, the clutch end that it is characterized in that described drive motor (3) is provided with speed reduction gearing, and described second self-acting clutch (7) is connected with the mouth of speed reduction gearing.

4. single-axle parallel hybrid mechanism as claimed in claim 3, is characterized in that described speed reduction gearing is planet-gear speed reducer (12).