CN211195838U

CN211195838U - Efficient hybrid vehicle system

Info

Publication number: CN211195838U
Application number: CN201922370969.9U
Authority: CN
Inventors: 薛天宝; 雷作钊; 周荣斌; 罗南昌
Original assignee: Fujian Zhongwei Power Technology Co Ltd
Current assignee: Fujian Zhongwei Power Technology Co Ltd
Priority date: 2019-12-25
Filing date: 2019-12-25
Publication date: 2020-08-07
Anticipated expiration: 2029-12-25

Abstract

The utility model provides an efficient hybrid vehicle system includes: the system comprises a two-gear transmission, a power motor, a multi-gear transmission and a power unit; the second gear transmission comprises: the device comprises an input shaft, an output shaft, an intermediate shaft, a clutch and a shell; the clutch includes: the clutch comprises a first clutch, a second clutch and a third clutch; the power unit is connected with the input shaft to transmit power to the input shaft, the input shaft transmits power to the intermediate shaft through the first clutch, the intermediate shaft transmits power to the second clutch or the third clutch, the second clutch or the third clutch drives the output shaft to rotate, one end of the intermediate shaft is in transmission connection with the power motor, and the output end of the multi-gear transmission is used for outputting power to wheels. The connection to the engine can be disconnected by the first clutch attached to the input shaft. During the joint operation, the power motor shares the load of the prime power unit to realize the output of the hybrid power.

Description

Efficient hybrid vehicle system

Technical Field

The utility model relates to a hybrid system field especially relates to an efficient hybrid vehicle system.

Background

The transmission can change different torques input in front and back through different gear changes and different power drives. Through the switching to the different clutches of derailleur, can realize the switching to the different fender position of derailleur, hybrid vehicle system can realize the hybrid drive to the derailleur through installing driving motor additional to the engine simultaneously. The hybrid vehicle has the characteristics of energy saving and low emission. However, a large vehicle often needs to be subjected to complex gear shifting when being started, but in the existing two-gear transmission, only single gear change can be realized, and different gear change requirements when the large vehicle is started cannot be well met. Meanwhile, the conventional hybrid power system is generally used on a small-sized automobile, the conventional hybrid power system of a large-sized vehicle is overstaffed, and if a power motor is additionally arranged, the two ends of the power motor are respectively connected with a speed changer, so that the speed changer is large in size and large in occupied space.

SUMMERY OF THE UTILITY MODEL

Therefore, it is desirable to provide an efficient hybrid vehicle system that achieves fast, efficient, energy efficient, and more varied gears.

In order to achieve the above object, the inventor provides an efficient hybrid vehicle system, which includes a two-gear transmission, a power motor, a multi-gear transmission and a power unit;

the second gear transmission includes: the device comprises an input shaft, an output shaft, an intermediate shaft, a clutch and a shell;

the clutch includes: the clutch comprises a first clutch, a second clutch and a third clutch;

the central line of the input shaft and the central line of the output shaft are arranged in a collinear way, and the input end of the input shaft and the output end of the output shaft respectively penetrate through two opposite side walls of the shell and are arranged on the shell;

the power unit is connected with the input shaft to transmit power to the input shaft, the input shaft transmits the power to the intermediate shaft through the first clutch, and then transmits the power to the second clutch or the third clutch through the intermediate shaft, the second clutch or the third clutch drives the output shaft to rotate, and the central line of the intermediate shaft is parallel to the central line of the input shaft and is arranged in the shell;

one end of the intermediate shaft is in transmission connection with the rotating end of the power motor, the power motor is arranged outside the shell and used for driving the intermediate shaft to rotate, the input end of the multi-gear transmission is in transmission connection with the output end of the output shaft, and the output end of the multi-gear transmission is used for outputting power to wheels.

Furthermore, the intermediate shafts are arranged in an annular array around the central lines of the input shaft and the output shaft, the structures of the intermediate shafts are the same, and each intermediate shaft is connected with a power motor.

Further, the second clutch and the third clutch are combined to form a switching type double clutch structure, and the switching type double clutch comprises a first clutch block, a second clutch block and a piston unit;

the first clutch block is positioned on one side of the piston unit, the second clutch block is positioned on the other side of the piston unit, and the piston unit is used for enabling the first clutch block and the second clutch block to be in clutch with the piston unit;

the clutch device is characterized in that a first gear pair is arranged between the input shaft and the intermediate shaft, a gear of the first gear pair is movably sleeved on the input shaft, another gear of the first gear pair is arranged on the intermediate shaft, a second gear pair is arranged between the output shaft and the intermediate shaft, a gear of the second gear pair is arranged on the intermediate shaft, another gear of the second gear pair is arranged on the output shaft, the first clutch block is used for the clutch of the input shaft and the first gear pair, the second clutch block is used for the clutch of the output shaft and the input shaft, and the first clutch block and the second clutch block are mutually exclusive clutches.

Further, the piston unit comprises a double-ended piston body and a cavity;

the cross section of double-end piston body is the I shape, the one end setting of double-end piston body is in the cavity, and the other end of double-end piston body is located the outside of cavity, and the both ends of cavity are connected with first hydraulic unit and second hydraulic unit respectively.

Further, the first clutch piece comprises a first friction piece group, the second clutch piece comprises a second friction piece group, the first friction piece group is located on one side of the other end of the double-end piston body, the second friction piece group is located on the other side of the other end of the double-end piston body, the first clutch piece and the second clutch piece are respectively arranged on gear pairs on two sides, and the double-end piston body is used for driving one group of the first friction piece group or the second friction piece group to be combined and the other group to be separated.

Further, the multi-speed transmission is a four-speed transmission.

Further, the power unit is an engine or a motor.

Be different from prior art, above-mentioned technical scheme improves two derailleurs, installs a clutch additional on two derailleurs, through to installing the first clutch on the input shaft additional, can cut off with the power pack be connected to make the motor can export power alone, avoid power to lose on the power pack when the power pack is out of work. Meanwhile, the power motor or the power unit can realize two-gear speed change, so that more gears are changed, and the transmission is driven together with the power unit by the power motor additionally arranged on the intermediate shaft. And then, a multi-gear transmission is arranged behind the two-gear transmission, so that different torque changes of power from the hybrid power to wheels can be realized, and the output of power in multiple gears is realized.

Drawings

FIG. 1 is a schematic diagram of a two-speed transmission;

FIG. 2 is a schematic diagram of a two-speed transmission and a four-speed transmission;

FIG. 3 is a block diagram of an embodiment shift dual clutch;

FIG. 4 is a schematic diagram of a configuration of a power motor and a second gear transmission in accordance with an embodiment;

fig. 5 is a structural diagram of the two-gear transmission and the four-gear transmission according to the embodiment.

Description of reference numerals:

1. a second gear speed changer;

101. an input shaft; 102. an output shaft; 103. an intermediate shaft; 104. a housing;

2. a power motor;

3. a switching type double clutch;

301. a first clutch block; 302. a second clutch block; 303. a double-ended piston body; 304. a first gear pair; 305. a second gear pair; 306. a first hydraulic unit; 307. a second hydraulic unit;

3011. a first friction plate set; 3021. a second friction plate set;

4. a multi-speed transmission;

40. a fourth gear input shaft; 41. a fourth gear output shaft; 42. a fourth gear intermediate shaft; 43. a fourth-gear first clutch; 44. a fourth-gear second clutch; 45. a fourth-gear third clutch; 46. a fourth clutch of a fourth gear; 47. a fourth gear housing;

5. a power unit;

601. a first clutch; 602. a second clutch; 603. and a third clutch.

Detailed Description

To explain technical contents, structural features, and objects and effects of the technical solutions in detail, the following detailed description is given with reference to the accompanying drawings in conjunction with the embodiments.

Referring to fig. 1 to 5, in the present embodiment, a high-efficiency hybrid vehicle system is provided, which includes a two-gear transmission 1, a power motor 2, a multi-gear transmission 4 and a power unit 5. The second gear transmission includes: input shaft 101, output shaft 102, intermediate shaft 103, clutch, casing 104. The clutch includes: a first clutch 601, a second clutch 602, and a third clutch 603. The central line of the input shaft 101 and the central line of the output shaft 102 are arranged in a collinear manner, and the input end of the input shaft 101 and the output end of the output shaft 102 respectively penetrate through two opposite side walls of the shell 104 and are arranged on the shell. The power unit 5 is connected with the input shaft 101 to transmit power to the input shaft 101, the input shaft 101 transmits power to the intermediate shaft 103 through the first clutch 601, then the intermediate shaft 103 transmits power to the second clutch 602 or the third clutch 603, the second clutch 602 or the third clutch 603 drives the output shaft 102 to rotate, and the center line of the intermediate shaft 103 is parallel to the center line of the input shaft 101 and is arranged in the shell. One end of the intermediate shaft 103 is in transmission connection with the rotating end of the power motor 2, and the power motor 2 is arranged outside the shell 104 and used for driving the intermediate shaft to rotate. It should be noted that the power unit is an engine or a motor, and the rotation end of the power motor 2 may be connected to the intermediate shaft through a transmission connection member or directly, and together with the power unit 5 or separately drives the operation of the transmission. When the power motor 2 is driven together, the power motor is used as auxiliary power to be matched with a power system for driving; at some time, the power motor 2 can also drive the transmission to work alone, and the power unit 6 can be an engine or an electric motor. Specifically, referring to fig. 1 and 4, the first: the power is transmitted to the intermediate shaft 103 from the input shaft 101 through the first clutch 601, and then transmitted to the second clutch 602 to the output shaft 102 from the intermediate shaft 103, at this time, the power motor 2 does not work, and the power unit works alone. Secondly, the method comprises the following steps: the power is transmitted to the intermediate shaft 103 from the input shaft 101 through the first clutch 601, and then transmitted to the output shaft 102 from the third clutch 603 through the intermediate shaft 103, at this time, the power motor 2 does not work, and the power unit works alone. Thirdly, the method comprises the following steps: the power unit firstly transmits power to the intermediate shaft 103 through the input shaft 101 through the first clutch 601, meanwhile, the power motor 2 also transmits power to the intermediate shaft 103, and then the intermediate shaft 103 transmits the power to the second clutch 602 to the output shaft 102. Fourthly: the power unit firstly transmits power to the intermediate shaft 103 through the input shaft 101 and the first clutch 601, and simultaneously the power motor 2 also transmits power to the intermediate shaft 103, and then the intermediate shaft 103 transmits power to the third clutch 603 and the output shaft 102. Fifth, the method comprises the following steps: the power motor works alone, outputs power to the intermediate shaft 103, and then transmits the power to the second clutch 602 to the output shaft 102 through the intermediate shaft 103. Sixth: the power motor works independently, outputs power to the intermediate shaft 103, and then the intermediate shaft 103 transmits the power to the third clutch 603 to the output shaft 102. Typically, a clutch will be provided on the power input, with one end of the clutch being connected to the power input and the other end being connected to the power output. In this embodiment, the power input end may be the input shaft 101, and the power output end is a gear rotatably sleeved on the input shaft 101; or the power output end is the output shaft 102, and the power input end is a gear which is rotatably sleeved on the output shaft 102. The second clutch 602 and the third clutch 603 may be friction clutches, etc. The input end of the multi-gear transmission 4 is in transmission connection with the output end of the output shaft 102, and the output end of the multi-gear transmission 4 is used for outputting power to wheels and the like. Concretely, the multi-gear speed change can provide the derailleur of one more fender position through the stack with former two keep off derailleur 1, compares in the derailleur of current integral type, and discrete derailleur can set up according to actual need, and the structure is simple relatively, and very big degree has reduced manufacturing cost. In some embodiments, the second clutch 602 and the third clutch 603 may be existing clutch structures, such as a friction clutch and a hydraulic clutch, and the clutches only serve to transmit power. In the case of friction clutches, one friction clutch is disposed next to each gear of each gear pair. One end of the friction clutch is fixed to the input shaft 101 (or the output shaft 102), the other end of the friction clutch is connected to a gear of the gear pair, the input shaft 101 (or the output shaft 102) and the gear are in transmission when the friction clutch is in an engaged state, and the input shaft 101 (or the output shaft 102) and the gear are not in transmission when the friction clutch is in a disengaged state. It should be noted that in the present embodiment, the transmission is driven by the electric motor additionally mounted on the intermediate shaft 103 together with the existing power unit 5 at the input end of the input shaft 101. When needed, the power motor 2 can also independently provide power for the transmission to drive the transmission to work. During the joint operation, the power motor 2 shares the load of the prime power unit 5, so as to realize the output of the hybrid power. Because the power motor 2 is arranged on the intermediate shaft 103 on the side of the transmission instead of the output shaft 102, the distance between the output shaft 102 and the multi-gear transmission 4 can be reduced, the structure is more compact, the occupied space is reduced, and the purpose of improving the load is achieved.

Referring to fig. 4 to 5, in the present embodiment, the number of the intermediate shafts 103 is multiple, the intermediate shafts 103 are arranged in an annular array around the center lines of the input shaft 101 and the output shaft 102, the multiple intermediate shafts 103 have the same structure, and each intermediate shaft 103 is connected to one power motor 2. The number of the intermediate shafts 103 may be two, three, four, etc. A plurality of intermediate shafts 103 are circumferentially arrayed on the central axis of the input shaft 101 or the output shaft 102, such as: two intermediate shafts 103 may be disposed at upper and lower positions of the input shaft 101 and the output shaft 102, respectively, and four intermediate shafts 103 may be disposed at upper, lower, left, and right positions of the input shaft 101 and the output shaft 102, respectively. The plurality of intermediate shafts 103 have the same structure, and gears having the same number of teeth and the same tooth width are provided. Thus, through the plurality of intermediate shafts 103, the loads of the input shaft 101 and the output shaft 102 can be distributed, and the bending strength on the input shaft 101 and the output shaft 102 is enhanced, so that the bearing capacity of the input shaft 101 and the output shaft 102 is improved, and the purpose of improving the loads is achieved. Meanwhile, through the plurality of power motors 2, under the condition of the same output power, the length of the single body of the plurality of power motors 2 can be greatly reduced relative to one power motor 2, so that the length of the hybrid power system can be greatly reduced, and the structure is compact. Particularly in the field of mine cars and the like needing high-power motors, the power motors 2 of the existing passenger cars can be adopted by adopting a plurality of small power motors 2, so that the cost can be greatly reduced.

In order to optimize the structure of the transmission, solve the problem of the conventional transmission that the clutch is jammed during clutch switching, and make the overall structure simpler, the second clutch 602 and the third clutch 603 are combined into the structure of the switching type dual clutch 3 in this embodiment, and the switching type dual clutch 3 includes a first clutch block 301, a second clutch block 302 and a piston unit. The first clutch block 301 is positioned on one side of the piston unit, the second clutch block 302 is positioned on the other side of the piston unit, and the piston unit is used for enabling the first clutch block 301 and the second clutch block 302 to be in clutch with the piston unit; the piston unit of the dual change-over clutch 3 can only push the first clutch piece 301 or the second clutch piece 302 to be in the engaged state, so that the situation that the clutch pieces are in the engaged state at the same time is avoided. A first gear pair 304 is arranged between the input shaft 101 and the intermediate shaft 103, a gear of the first gear pair 304 is movably sleeved on the input shaft 101, another gear of the first gear pair 304 is arranged on the intermediate shaft 103, a second gear pair 305 is arranged between the output shaft 102 and the intermediate shaft 103, a gear of the second gear pair 305 is arranged on the intermediate shaft 103, another gear of the second gear pair 305 is arranged on the output shaft 102, the first clutch block 301 is used for the clutch of the input shaft 101 and a gear of the first gear pair 304, the second clutch block 302 is used for the clutch of the output shaft 102 and the input shaft 101, and the first clutch block 301 and the second clutch block 302 are mutually exclusive clutches.

Referring to fig. 3, in the embodiment, the switching double clutch 3 is disposed on the output shaft 102 and is in transmission connection with the intermediate shaft 103. A first gear pair 304 is arranged between the output shaft and the intermediate shaft 103, one gear of the first gear pair 304 is movably sleeved on the input shaft 101, the other gear of the first gear pair 304 is arranged on the intermediate shaft 103, a second gear pair 305 is arranged between the output shaft 102 and the intermediate shaft 103, one gear of the second gear pair 305 is movably sleeved on the output shaft 102, and the other gear of the second gear pair 305 is arranged on the intermediate shaft 103. The input shaft 101 and the intermediate shaft 103 are in driving connection via the first gear pair 304, and the output shaft 102 and the intermediate shaft 103 are in driving connection via the second gear pair 305. The first clutch piece 301 (implementing the function of the second clutch 602) of the switching double clutch 3 is used for engaging and disengaging the intermediate shaft 103 with one gear of the first gear pair 304, the second clutch piece 302 (implementing the function of the third clutch 603) of the switching double clutch 3 is used for engaging and disengaging the intermediate shaft 103 with one gear of the second gear pair 305, and the first clutch piece 301 and the second clutch piece 302 of the switching double clutch 3 are mutually exclusive clutches. Through the gear pair and the switching type double clutch 3, the power of the input shaft 101 can be transmitted to the intermediate shaft 103, and then the intermediate shaft 103 transmits the power to the output shaft through the second clutch 602 or the third clutch 603. By means of the different gear ratios of the gear pairs arranged on the intermediate shaft 103, the power of the intermediate shaft 103 can be transmitted to the output shaft 102 in different torques. The gear change of the two-gear gearbox is realized by controlling the change of the torque in the power transmission process.

In the embodiment, the piston unit only needs to be pushed leftwards and rightwards respectively, so that the clutch blocks on the two sides are in clutch. In this embodiment, the piston unit comprises a double-ended piston body 303 and a cavity; the cross section of the double-end piston body 303 is i-shaped, one end of the double-end piston body 303 is arranged in the cavity, the other end of the double-end piston body 303 is located outside the cavity, and two ends of the cavity are respectively connected with the first hydraulic unit 306 and the second hydraulic unit 307. The double-end piston body 303 can only promote a separation and reunion piece and gear pair to form and close the state, makes one switching formula double clutch 3 can only realize with a pair of gear pair and close the state, then is the state of leaving with another pair of gear pair, just can not appear the condition that both sides separation and reunion piece are for closing simultaneously, makes the derailleur shift more accurate nimble. Meanwhile, the other end of the double-end piston body 303 is arranged outside the cavity and used for pushing the clutch blocks on the two sides to be in clutch, so that the transverse width of the double-end piston body 303 is reduced, and the structure is compact.

In an embodiment, in order to realize a clutch structure inside the clutch, a clutch manner of friction plates may be adopted, the first clutch block 301 includes a first friction plate set 3011, the second clutch block 302 includes a second friction plate set 3021, the first friction plate set 3011 is located on one side of the other end of the double-ended piston body 303, the second friction plate set 3021 is located on the other side of the other end of the double-ended piston body 303, the first clutch block 301 and the second clutch block 302 are configured to be respectively disposed on gear pairs on two sides, and the double-ended piston body 303 is configured to drive one set of the first friction plate set 3011 or the second friction plate set 3021 to be combined and the other set to be separated. That is, the first clutch plate 301 or the second clutch plate 302 can be clutched by pushing the friction plate of the first clutch plate 301 or the friction plate of the second clutch plate 302 by the double-headed piston body 303.

In the present embodiment, the double-headed piston body 303 is used for pushing the first friction plate group 3011 and the second friction plate group 3021, and in order to provide power to the double-headed piston body 303, the two ends of the cavity of the switching double clutch 3 are respectively connected with the first hydraulic unit 306 and the second hydraulic unit 307, and are used for driving the movement of the double-headed piston body 303. The first hydraulic unit 306 and the second hydraulic unit 307 are arranged in a conducting manner with two ends of the cavity. Consequently only need to the hydraulic oil pressurization back of the hydraulic unit of one side, can make promptly the oil pressure in the cavity is unbalanced, and then the drive double-end piston body 303 is in to the opposite side removal in the cavity reaches the control double-end piston body 303 is in the purpose that removes is carried out to the oil pressure through hydraulic oil in the cavity.

It should be noted that: the first clutch only realizes a single clutch function, the existing clutch can be adopted, or in some embodiments, the structure of the first clutch is the same as that of the switching type double clutch, only the clutch block on one side is not connected, and the structure of the first clutch is the same as that of the switching type double clutch, so that the clutch structures of the transmission are the same, and the cost and the development period are saved.

In an embodiment, the multi-speed transmission 4 may be an existing transmission, and in some embodiments, may be a four-speed transmission. The four-speed transmission includes: a fourth-gear input shaft 40, a fourth-gear output shaft 41, a fourth-gear intermediate shaft 42, a fourth-gear first clutch 43, a fourth-gear second clutch 44, a fourth-gear third clutch 45, a fourth-gear fourth clutch 46 and a fourth-gear housing 47; the central line of the fourth-gear input shaft and the central line of the fourth-gear output shaft are arranged in a collinear manner, the input end of the fourth-gear input shaft and the output end of the fourth-gear output shaft respectively penetrate through two opposite side walls of the fourth-gear shell and are arranged on the shell, the fourth-gear input shaft transmits power to a fourth-gear intermediate shaft through the fourth-gear first clutch or the fourth-gear second clutch, and then the fourth-gear intermediate shaft transmits the power to the fourth-gear output shaft through the fourth-gear third clutch or the fourth-gear fourth clutch; the center line of the four-gear intermediate shaft is parallel to the center line of the four-gear input shaft and is arranged in the four-gear shell; the fourth-gear input shaft is in transmission connection with an output shaft of the second-gear transmission. Through the utility model discloses a four-gear transmission can become eight with two gear transmission combinations and keep off the variable speed condition, satisfies more demands that keep off the position.

It should be noted that, although the above embodiments have been described herein, the scope of the present invention is not limited thereby. Therefore, based on the innovative concept of the present invention, the changes and modifications of the embodiments described herein, or the equivalent structure or equivalent process changes made by the contents of the specification and the drawings of the present invention, directly or indirectly apply the above technical solutions to other related technical fields, all included in the scope of the present invention.

Claims

1. A high-efficiency hybrid electric vehicle system is characterized by comprising a two-gear transmission, a power motor, a multi-gear transmission and a power unit;

2. A high efficiency hybrid vehicle system as set forth in claim 1, wherein said intermediate shafts are arranged in an annular array around the center line of said input shaft and said output shaft, and are of the same structure, and each intermediate shaft is connected to a power motor.

3. A high efficiency hybrid vehicle system as set forth in claim 1, wherein said second clutch and third clutch are combined in a switching dual clutch configuration, said switching dual clutch including a first clutch plate, a second clutch plate, and a piston unit;

4. A high efficiency hybrid vehicle system as set forth in claim 3 wherein said piston unit includes a double-ended piston body and a cavity;

5. The high efficiency hybrid vehicle system of claim 4, wherein the first clutch includes a first set of friction plates, the second clutch includes a second set of friction plates, the first set of friction plates is located on one side of the other end of the double-ended piston body, the second set of friction plates is located on the other side of the other end of the double-ended piston body, the first clutch and the second clutch are respectively arranged on the gear pairs on two sides, and the double-ended piston body is used for driving one set of the first set of friction plates or the second set of friction plates to be combined and the other set to be separated.

6. A high efficiency hybrid vehicle system as set forth in claim 1 wherein said multiple speed transmission is a four speed transmission.

7. A high efficiency hybrid vehicle system as set forth in claim 1 wherein said power unit is an engine or an electric motor.