CN210941329U - Power integration system for hybrid electric vehicle - Google Patents

Power integration system for hybrid electric vehicle Download PDF

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Publication number
CN210941329U
CN210941329U CN201921856163.4U CN201921856163U CN210941329U CN 210941329 U CN210941329 U CN 210941329U CN 201921856163 U CN201921856163 U CN 201921856163U CN 210941329 U CN210941329 U CN 210941329U
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gear
driving
engine
synchronizer
driving gear
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张民
张海涛
刘鹏
刘荣
杨胜强
王旭光
陈志超
张志亮
高珊
陈慧玲
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Tangshan Aisin Gear Co Ltd
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Tangshan Aisin Gear Co Ltd
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The utility model relates to a power integrated system for hybrid vehicle belongs to hybrid vehicle power assembly technical field. The technical scheme is as follows: the engine input shaft (20) is connected with an Engine (EG) through a clutch (C0), and an M1 driving gear (11) and a first synchronizer (S1) are arranged on the motor input shaft (10); a G1 gear driving gear (21), a G2 gear driving gear (22), a G3 gear driving gear (23), a G4 gear driving gear (24), a P2 mode coupling gear (25) and a second synchronizer (S2) are arranged on an engine input shaft (20); an M1-speed driven gear, a G1-speed driven gear, a G2-speed driven gear, a G3-speed driven gear, a G4-speed driven gear, a main reduction driving gear and a third synchronizer are arranged on the output shaft. The utility model has the advantages that: perfect matching of dynamic property, economical efficiency and driving comfort is realized, and the oil consumption of the automobile is reduced.

Description

Power integration system for hybrid electric vehicle
Technical Field
The utility model relates to a power integrated system for hybrid vehicle belongs to hybrid vehicle power assembly technical field.
Background
With increasing attention paid to energy crisis and environmental pollution by human beings, various national policies begin to support the development of new energy automobiles, with the establishment and implementation of relevant policies, the development and popularization of new energy automobiles are greatly encouraged, the sales volume of new energy automobiles rises in recent years, and various automobile factories are all promoting the research and development of new energy automobiles to the utmost extent and seizing the market share.
Hybrid power is generally referred to as oil-electric mixing. The hybrid electric vehicle is provided with a motor and an engine, can be driven by the motor or the engine with single power, and can also be driven by the motor and the engine simultaneously, when the engine shifts gears, the motor provides power compensation, and the power output of the engine and the motor can be coordinated according to the operation intention of a driver and road conditions during normal work. The hybrid electric vehicle realizes the power matching of the motor and the engine through a hybrid gearbox. The advantages of sufficient power, low noise, low oil consumption, good comfort and the like are realized.
At present, the power assembly adopted in the hybrid electric vehicle is difficult to realize the advantages of low cost, compact structure, small volume, good integration and the like, and the control strategy is complex, the efficiency is low and the cost is high.
SUMMERY OF THE UTILITY MODEL
The utility model aims at providing a power integrated system for hybrid vehicle realizes the perfect match of dynamic property, economic nature and driving comfort, reduces the oil consumption of car, solves the problem that exists among the background art.
The technical scheme of the utility model is that:
a power integration system for a hybrid electric vehicle comprises an engine, a motor, a clutch and a transmission; the transmission comprises an engine input shaft, a G1 gear driving gear, a G2 gear driving gear, a G3 gear driving gear, a G4 gear driving gear, a P2 mode connecting gear, a motor input shaft, an M1 driving gear, an output shaft, a G1 gear driven gear, a G2 gear driven gear, a G3 gear driven gear, a G4 gear driven gear, a main speed reduction driving gear, an M1 gear driven gear, a differential gear ring, a transmission shaft, a first synchronizer, a second synchronizer and a third synchronizer;
the input shaft of the engine is connected with the engine through a clutch, and the input shaft of the motor is connected with the motor; the engine input shaft and the output shaft are arranged in parallel; the M1 driving gear and the first synchronizer are arranged on the input shaft of the motor; the G1 speed driving gear, the G2 speed driving gear, the G3 speed driving gear, the G4 speed driving gear, the P2 mode coupling gear and the second synchronizer are arranged on an engine input shaft; the M1-gear driven gear, the G1-gear driven gear, the G2-gear driven gear, the G3-gear driven gear, the G4-gear driven gear, the main speed reduction driving gear and the third synchronizer are arranged on the output shaft; the differential gear ring is connected to the differential, and two ends of the differential are respectively connected with wheels through transmission shafts;
the gear driving gear of G1 keeps off driven gear constant mesh with G1, and the gear driving gear of G2 keeps off driven gear constant mesh with G2, and the gear driving gear of G3 keeps off driven gear constant mesh with G3, and the gear driving gear of G4 keeps off driven gear constant mesh with G4, and M1 driving gear keeps off driven gear constant mesh with M1, and the main reduction driving gear keeps off with differential ring gear constant mesh.
The clutch is integrated with the motor.
The utility model has the advantages that:
(1) the utility model discloses the motor adopts two-stage speed reduction, and transfer efficiency is high, and the motor keeps off transmission power through M1 under P3 mode, borrows four fender position (G1 keeps off, G2 keeps off, G3 keeps off, G4 keeps off) of engine under P2 mode, improves and keeps off the wheel reuse rate;
(2) the clutch and the motor are integrated together, the axial size is shortened, the transmission part adopts the traditional gear transmission, the technology is mature, the cost is low, and the efficiency is high;
(3) the utility model provides a power integration has a plurality of advantages such as low cost, succession nature is good, control is simple, transmission efficiency is high, the utilization ratio is high.
(4) The utility model provides a power integration system lets the work of engine as much as possible between high-efficient section, has improved the driving comfort to compromise dynamic property, the economic nature of whole car, reduced hybrid vehicle's oil consumption, reduced exhaust emissions.
Drawings
FIG. 1 is a schematic structural view of the present invention;
in the figure: the engine EG, the electric motor EM, the clutch C0, the first synchronizer S1, the second synchronizer S2, the third synchronizer S3, the electric motor input shaft 10, the M1 driving gear 11, the engine input shaft 20, the G1 gear driving gear 21, the G2 gear driving gear 22, the G3 gear driving gear 23, the G4 gear driving gear 24 and the P2 mode coupling gear 25; the output shaft 30, the G1-speed driven gear 31, the G2-speed driven gear 32, the G3-speed driven gear 33, the G4-speed driven gear 34, the main reduction drive gear 35, and the M1-speed driven gear 36; differential 40, differential ring gear 41, propeller shaft 42.
Detailed Description
The invention will be further explained by way of example with reference to the accompanying drawings.
Referring to fig. 1, a power integration system for a hybrid electric vehicle includes an engine EG, a motor EM, a clutch C0, and a transmission; the transmission comprises an engine input shaft 20, a G1 gear driving gear 21, a G2 gear driving gear 22, a G3 gear driving gear 23, a G4 gear driving gear 24, a P2 mode coupling gear 25, a motor input shaft 10, an M1 driving gear 11, an output shaft 30, a G1 gear driven gear 31, a G2 gear driven gear 32, a G3 gear driven gear 33, a G4 gear driven gear 34, a main speed reduction driving gear 35, an M1 gear driven gear 36, a differential 40, a differential ring gear 41, a transmission shaft 42, a first synchronizer S1, a second synchronizer S2 and a third synchronizer S3;
the engine input shaft 20 is connected with the engine EG through a clutch C0, and the motor input shaft 10 is connected with the motor EM; the engine input shaft 20 is arranged in parallel with the output shaft 30; the M1 driving gear 11 and the first synchronizer S1 are arranged on the motor input shaft 10; the G1 gear driving gear 21, the G2 gear driving gear 22, the G3 gear driving gear 23, the G4 gear driving gear 24, the P2 mode coupling gear 25 and the second synchronizer S2 are arranged on the engine input shaft 20; the M1 gear driven gear 36, the G1 gear driven gear 31, the G2 gear driven gear 32, the G3 gear driven gear 33, the G4 gear driven gear 34, the main reduction driving gear 35 and the third synchronizer S3 are sequentially arranged on the output shaft 30; the differential gear ring 41 is connected to the differential 40, and two ends of the differential 40 are respectively connected with wheels through transmission shafts 42;
the gear driving gear 21 of the gear G1 is in constant mesh with the gear driven gear 31 of the gear G1, the gear driving gear 22 of the gear G2 is in constant mesh with the gear driven gear 32 of the gear G2, the gear driving gear 23 of the gear G3 is in constant mesh with the gear driven gear 33 of the gear G3, the gear driving gear 24 of the gear G4 is in constant mesh with the gear driven gear 34 of the gear G4, the gear driving gear 11 of the gear M1 is in constant mesh with the gear driven gear 36 of the gear M1, and the main speed reduction driving.
The clutch C0 is integrated with the electric motor EM.
In the embodiment, the transmission is provided with two power outputs, namely an electric motor EM (the electric motor EM can also be used as a generator) and an engine EG, five gears are arranged in total, four forward gears (G1 gear, G2 gear, G3 gear, G4 gear) and N gear are arranged on a power transmission route corresponding to the engine EG, one forward gear (M1 gear), a reverse gear (M1 gear) and N gear are arranged on the power transmission route corresponding to the electric motor EM in a P3 mode, and the forward gears are shared with a starting forward gear in a P2 mode; four gears corresponding to the engine EG are respectively used for automobile power assistance, limping and high-speed running, and in the process of gear shifting between the two gears, the motor EM can perform power compensation; the M1 gear corresponding to the motor EM can be used for automobile starting, reversing, climbing, power assisting, normal driving, power compensation and the like. When the automobile runs at a low speed, the electric motor EM is mainly driven by the electric motor EM, the engine EG is mainly used for power assistance, when the automobile runs at a high speed, the electric motor EM is mainly driven by the engine EG, and the electric motor EM is used for power assistance, charging and power compensation.
Energy recovery: when the hybrid electric vehicle brakes or releases an accelerator, the electric motor EM works in a power generation mode, the vehicle runs under inertia, wheels drive the transmission shaft 42, the differential gear ring 41, the main speed reduction driving gear 35 and the output shaft 30 to rotate, at the moment, the M1 gear of the transmission works, the output shaft 30 drives the M1 gear driven gear 36, the M1 driving gear 11 and the electric motor input shaft 10 to rotate, mechanical energy is converted into electric energy through the electric motor EM, and the electric energy is stored in a battery, so that energy recovery is realized.
Power compensation: when the engine EG alone drives the automobile, the transmission can realize power compensation during shifting in G1, G2, G3 and G4; when the transmission is switched among a G1 gear, a G2 gear, a G3 gear and a G4 gear, the power of an engine EG is interrupted, and in order to avoid the generation of a pause and contusion feeling, an electric motor EM serves as a power source to compensate the power of an automobile, so that the driving comfort of the whole automobile is improved; the power of the electric motor EM is transmitted to the output shaft 30 through the electric motor input shaft 10, the M1 driving gear 11, the M1 driven gear 36, and then transmitted to the wheels through the main speed reduction driving gear 35, the differential ring gear 41, and the transmission shaft 42.
Parking and charging: when the vehicle stops, the engine EG is started, the clutch C0 is combined, the second synchronizer S2 and the third synchronizer S3 are in a neutral gear position, the first synchronizer S1 is hung in the left connecting gear, the gear 25, the first synchronizer S1 and the motor input shaft 10 are connected through the engine input shaft 20 and the P2 mode, and finally the mechanical energy of the engine EG is converted into electric energy through the motor EM and stored in a battery to realize parking charging.
Fig. 1 is the utility model discloses the mode that electric motor EM and engine EG were arranged, M1 keeps off for the derailleur keeps off, G1 keeps off for the derailleur keeps off two, G2 keeps off for the derailleur keeps off three, G3 keeps off for the derailleur keeps off four, G4 keeps off for the derailleur keeps off five, reverses to keep off for M1 and realizes through electric motor EM reversal.
The M1 driving gear 11 is in constant mesh with the M1-gear driven gear 36, the G1-gear driving gear 21 is in constant mesh with the G1-gear driven gear 31, the G2-gear driving gear 22 is in constant mesh with the G2-gear driven gear 32, the G3-gear driving gear 23 is in constant mesh with the G3-gear driven gear 33, the G4-gear driving gear 24 is in constant mesh with the G4-gear driven gear 34, and the main speed reduction driving gear 35 is in constant mesh with the differential ring gear 41; the engine input shaft 20 is connected to the engine EG via a clutch C0, and the motor input shaft 10 is connected to the motor EM.
The five-gear transmission has the following gear embodiments and power routes:
① M1 gear, namely, the motor EM drives the automobile independently, the first synchronizer S1 is engaged with the M1 gear to the right, the second synchronizer S2 and the third synchronizer S3 are in a neutral gear state, and the power of the motor EM is transmitted to the output shaft 30 through the motor input shaft 10, the M1 driving gear 11 and the M1 driven gear 36 and then transmitted out through the main speed reduction driving gear 35, the differential gear ring 41 and the transmission shaft 42.
② G1 gear, namely, the automobile is driven by the engine EG alone, the third synchronizer S3 is engaged with the G1 gear to the right, the second synchronizer S2 is in a neutral gear state, the first synchronizer S1 is in a right side P3 mode or a left side P2 mode, and the power of the engine EG is transmitted to the output shaft 30 through the engine input shaft 20, the G1 gear driving gear 21 and the G1 gear driven gear 31 and then transmitted out through the main speed reduction driving gear 35, the differential ring gear 41 and the transmission shaft 42.
③ G2-gear, the engine EG alone drives the automobile, the third synchronizer S3 is engaged with G2 gear to the left, the second synchronizer S2 is in neutral state, the first synchronizer S1 is in right side P3 mode or left side P2 mode, the power of the engine EG is transmitted to the output shaft 30 through the engine input shaft 20, the G2 gear driving gear 22 and the G2 gear driven gear 32, and then transmitted out through the main speed reduction driving gear 35, the differential ring gear 41 and the transmission shaft 42.
④ G3 gear, namely the automobile is driven by the engine EG alone, the second synchronizer S2 is shifted to the right to G3 gear, the third synchronizer S3 is in a neutral gear state, the first synchronizer S1 is in a right side P3 mode or a left side P2 mode, and the power of the engine EG is transmitted to the output shaft 30 through the engine input shaft 20, the G3 gear driving gear 23 and the G3 gear driven gear 33 and then transmitted out through the main speed reduction driving gear 35, the differential ring gear 41 and the transmission shaft 42.
⑤ G4-gear, the engine EG alone drives the automobile, the second synchronizer S2 is engaged with G4-gear leftwards, the third synchronizer S3 is in a neutral state, and the first synchronizer S1 is in a right side P3 mode or a left side P2 mode, the power of the engine EG is transmitted to the output shaft 30 through the engine input shaft 20, the G4-gear driving gear 24 and the G4-gear driven gear 34 and then transmitted out through the main speed reduction driving gear 35, the differential ring gear 41 and the transmission shaft 42.
An ⑥ P3 mode is that when an M1 gear and a G1 gear work simultaneously, an engine EG and an electric motor EM drive an automobile together, the power transmission route is that the power of the engine EG is transmitted to an output shaft 30 through an engine input shaft 20, a G1 gear driving gear 21 and a G1 gear driven gear 31, the power of the electric motor EM is transmitted to the output shaft 30 through an electric motor input shaft 10, an M1 driving gear 11 and an M1 gear driven gear 36, and the two kinds of power are transmitted to a differential gear ring 41 through a main speed reduction driving gear 35 after being coupled and are transmitted out through a transmission shaft 42.
⑦ P3 mode, when M1 gear and G2 gear work simultaneously, the engine EG and the electric motor EM drive the automobile together, the power transmission route is that the power of the engine EG is transmitted to the output shaft 30 through the engine input shaft 20, the G2 gear driving gear 22 and the G2 gear driven gear 32, the power of the electric motor EM is transmitted to the output shaft 30 through the electric motor input shaft 10, the M1 driving gear 11 and the M1 gear driven gear 36, and the two kinds of power are transmitted to the differential gear ring 41 through the main speed reduction driving gear 35 after being coupled and are transmitted out through the transmission shaft 42.
An ⑧ P3 mode is that when an M1 gear and a G3 gear work simultaneously, an engine EG and an electric motor EM drive an automobile together, the power transmission route is that the power of the engine EG is transmitted to an output shaft 30 through an engine input shaft 20, a G3 gear driving gear 23 and a G3 gear driven gear 33, the power of the electric motor EM is transmitted to the output shaft 30 through an electric motor input shaft 10, an M1 driving gear 11 and an M1 gear driven gear 36, and the two kinds of power are transmitted to a differential gear ring 41 through a main speed reduction driving gear 35 after being coupled and are transmitted out through a transmission shaft 42.
An ⑨ P3 mode is that when an M1 gear and a G4 gear work simultaneously, an engine EG and an electric motor EM drive an automobile together, the power transmission route is that the power of the engine EG is transmitted to an output shaft 30 through an engine input shaft 20, a G4 gear driving gear 24 and a G4 gear driven gear 34, the power of the electric motor EM is transmitted to the output shaft 30 through an electric motor input shaft 10, an M1 driving gear 11 and an M1 gear driven gear 36, and the two kinds of power are transmitted to a differential gear ring 41 through a main speed reduction driving gear 35 after being coupled and are transmitted out through a transmission shaft 42.
⑩ P2 mode, the motor EM and the engine EG are driven together, a synchronizer S1 is connected into the coupling gear 25 to the left, EM power transmits power to the engine input shaft 20 through the motor input shaft 10, and G1/G2/G3/G4 is transmitted out after two power are coupled, and the path is ②③④⑤.
The utility model provides a when five keep off derailleur and arrange hybrid vehicle in, engine input shaft 20 is connected with engine EG, and motor input shaft 10 is connected with motor EM, the function that the derailleur can be realized and implementation method are as follows:
a) the motor EM drives the automobile to run independently: when the M1 gear of the transmission works, the motor EM can drive the automobile independently.
b) The engine EG alone drives the automobile to run: when the G1 gear or the G2 gear or the G3 gear or the G4 gear of the transmission works, the engine EG can drive the automobile independently.
c) The motor EM and the engine EG drive the automobile to run together: 1) p3 mode: when one of the G1 gear, the G2 gear, the G3 gear and the G4 gear of the transmission and the M1 gear work simultaneously, the engine EG and the electric motor EM are used as power sources, and the electric motor EM and the engine EG can drive the automobile to run together; 2) p2 mode: when the first synchronizer S1 is engaged with the left coupling gear, it can be operated simultaneously with the G1, G2, G3 and G4 gears of the transmission.
d) When the engine is driven independently, the power compensation in the gear shifting process is as follows: when the engine EG alone drives the automobile, when the transmission is changed among a G1 gear, a G2 gear, a G3 gear and a G4 gear, the M1 gear works, and the electric motor EM can provide power compensation for the engine gear shifting process.
e) Auxiliary energy recovery: when the automobile is braked or runs downhill, the transmission M1 works in a gear or the first synchronizer S1 is engaged into the left connecting tooth, and the motor EM works in a power generation mode, so that energy recovery can be realized.

Claims (2)

1. The utility model provides a power integrated system for hybrid vehicle which characterized in that: comprising an Engine (EG), an Electric Motor (EM), a clutch (C0) and a transmission; the transmission comprises an engine input shaft (20), a G1 gear driving gear (21), a G2 gear driving gear (22), a G3 gear driving gear (23), a G4 gear driving gear (24), a P2 mode coupling gear (25), a motor input shaft (10), an M1 driving gear (11), an output shaft (30), a G1 gear driven gear (31), a G2 gear driven gear (32), a G3 gear driven gear (33), a G4 gear driven gear (34), a main speed reduction driving gear (35), an M1 gear driven gear (36), a differential (40), a differential gear ring (41), a transmission shaft (42), a first synchronizer (S1), a second synchronizer (S2) and a third synchronizer (S3);
the engine input shaft (20) is connected with an Engine (EG) through a clutch (C0), and the motor input shaft (10) is connected with a motor (EM); the engine input shaft (20) and the output shaft (30) are arranged in parallel; an M1 driving gear (11) and a first synchronizer (S1) are arranged on the motor input shaft (10); a G1 gear driving gear (21), a G2 gear driving gear (22), a G3 gear driving gear (23), a G4 gear driving gear (24), a P2 mode coupling gear (25) and a second synchronizer (S2) are arranged on an engine input shaft (20); the M1-gear driven gear (36), the G1-gear driven gear (31), the G2-gear driven gear (32), the G3-gear driven gear (33), the G4-gear driven gear (34), the main reduction driving gear (35) and the third synchronizer (S3) are arranged on the output shaft (30); the differential gear ring (41) is connected to the differential (40), and two ends of the differential (40) are respectively connected with wheels through transmission shafts (42);
the gear driving gear (21) of the G1 is normally meshed with the gear driven gear (31) of the G1, the gear driving gear (22) of the G2 is normally meshed with the gear driven gear (32) of the G2, the gear driving gear (23) of the G3 is normally meshed with the gear driven gear (33) of the G3, the gear driving gear (24) of the G4 is normally meshed with the gear driven gear (34) of the G4, the gear driving gear (11) of the M1 is normally meshed with the gear driven gear (36) of the M1, and the gear driving gear (35) of the main speed reduction is normally meshed with the differential gear ring (41).
2. The power integration system for the hybrid electric vehicle according to claim 1, wherein: the clutch (C0) is integrated with the Electric Motor (EM).
CN201921856163.4U 2019-10-31 2019-10-31 Power integration system for hybrid electric vehicle Active CN210941329U (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201921856163.4U CN210941329U (en) 2019-10-31 2019-10-31 Power integration system for hybrid electric vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN201921856163.4U CN210941329U (en) 2019-10-31 2019-10-31 Power integration system for hybrid electric vehicle

Publications (1)

Publication Number Publication Date
CN210941329U true CN210941329U (en) 2020-07-07

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Application Number Title Priority Date Filing Date
CN201921856163.4U Active CN210941329U (en) 2019-10-31 2019-10-31 Power integration system for hybrid electric vehicle

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CN (1) CN210941329U (en)

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