CN211617416U - Plug-in hybrid power system - Google Patents
Plug-in hybrid power system Download PDFInfo
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- CN211617416U CN211617416U CN201921717854.6U CN201921717854U CN211617416U CN 211617416 U CN211617416 U CN 211617416U CN 201921717854 U CN201921717854 U CN 201921717854U CN 211617416 U CN211617416 U CN 211617416U
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Abstract
The utility model discloses a plug-in hybrid power system, a plug-in hybrid power system contains: the device comprises a first power mechanism, a second power mechanism and a transmission shaft system. The first power mechanism is an engine power mechanism, a motor driven gear of the second power mechanism is sleeved on a first intermediate shaft of the transmission shaft system in a hollow mode, and the power of the driving motor can be output through a motor shaft, a motor driving gear, a motor driven gear and the first intermediate shaft by a synchronizer on the first intermediate shaft. The driving motor realizes the power driving of first gear or reverse gear. The utility model discloses a plug-in hybrid power system solves one and keeps off the narrow problem of the high-efficient work area of engine that the drive ratio leads to greatly, simple structure, promotion ride comfort of shifting simultaneously.
Description
Technical Field
The utility model relates to a hybrid power system, concretely relates to plug-in hybrid power system.
Background
In a plug-in hybrid system of a hybrid vehicle, a driving motor is arranged between a clutch and a power input, that is, the driving motor is inserted into a transmission on the basis of a DCT, and generally has functions of power mode switching, matching of an engine and the driving motor, and the like. In the plug-in hybrid power system in the prior art, for matching a plurality of gears, a certain difference exists between transmission ratios, particularly, the difference between the transmission ratio of a first gear and the transmission ratio of a second gear is large, and the transmission ratio range of the highest gear and the lowest gear is difficult to design too large due to the fact that the transmission ratio of the first gear and the transmission ratio of the second gear are large in gear arrangement, so that the efficient working area of an engine is narrow; meanwhile, a first-gear transmission gear and a reverse-gear transmission gear need to be arranged, the reverse gear is often close to a first-gear transmission ratio, certain difficulty is brought to an arrangement scheme, and the performance requirement of the whole vehicle is often met by sacrificing cost and dynamic property.
SUMMERY OF THE UTILITY MODEL
The utility model discloses a plug-in hybrid power system solves one and keeps off the narrow problem of the high-efficient work area of engine that the drive ratio leads to greatly, simple structure, promotion ride comfort of shifting simultaneously.
The utility model also discloses an adopt the car of electric formula hybrid power system of inserting, solve one keep off with keep off the narrow problem of the high-efficient work area region of engine that the drive ratio leads to greatly, simple structure, promotion ride comfort shift simultaneously.
The utility model discloses a plug-in hybrid power system contains: the device comprises a first power mechanism, a second power mechanism and a transmission shaft system;
the first power mechanism comprises an engine and a crankshaft driven and output by the engine;
the second power mechanism comprises a driving motor, a motor shaft, a motor driving gear and a motor driven gear meshed with the motor driving gear;
the transmission shafting comprises a first clutch, a second clutch, an outer output shaft, an inner input shaft, a first intermediate shaft and a second intermediate shaft; the first clutch is fixedly connected with the inner input shaft; the second clutch is fixedly connected with the outer input shaft, and the outer input shaft is sleeved outside the inner input shaft;
the crankshaft respectively inputs the power of the engine into the inner input shaft and the outer output shaft through the first clutch and the second clutch;
driving gears are arranged on the outer input shaft and the inner input shaft, and the driving gears are correspondingly meshed with driven gears on the first intermediate shaft and the second intermediate shaft;
a motor driven gear of the second power mechanism is sleeved on the first intermediate shaft in a hollow manner, and the power of the driving motor can be selected by a synchronizer on the first intermediate shaft to be output through a motor shaft, a motor driving gear, a motor driven gear and the first intermediate shaft; and the driving motor realizes the power driving of first gear or reverse gear.
Furthermore, the inner input shaft is fixedly connected with a fifth-gear driving gear and a third-gear driving gear from left to right in sequence;
the outer input shaft 8 is fixedly provided with a second-fourth-gear driving gear and a sixth-gear driving gear from left to right in sequence;
the first middle shaft is sequentially provided with a first constant meshed gear, a second gear driven gear, a second gear motor synchronizer and a motor driven gear from left to right; the first constant meshing gear and the second gear motor synchronizer are fixed on the first intermediate shaft, and the second gear driven gear and the motor driven gear are sleeved on the first intermediate shaft in a hollow manner; the second-gear motor synchronizer can switch and select a second-gear driven gear or a motor driven gear;
the second countershaft is sequentially provided with a second constant meshed gear, a fourth-gear driven gear, a fourth-sixth gear synchronizer, a sixth-gear driven gear, a fifth-gear driven gear, a third-fifth gear synchronizer and a third-gear driven gear from left to right; the second constant mesh gear, the fourth-sixth gear synchronizer and the third-fifth gear synchronizer are fixed on the second intermediate shaft; the fourth-gear driven gear, the sixth-gear driven gear, the fifth-gear driven gear and the third-gear driven gear are sleeved on the second intermediate shaft in an idle mode; the four-gear and six-gear synchronizer can switch and select a four-gear driven gear or a six-gear driven gear; the third-fifth gear synchronizer can switch and select a fifth-gear driven gear or a third-gear driven gear.
Further, the five-gear driving gear is meshed with the five-gear driven gear; the three-gear driving gear is meshed with the three-gear driven gear;
the two-gear driving gear and the four-gear driving gear are respectively meshed with the two-gear driven gear and the four-gear driven gear; and the six-gear driving gear is meshed with the six-gear driven gear.
Further, the outer input shaft and the inner input shaft are coaxial with a crankshaft of the engine, and the first intermediate shaft, the second intermediate shaft, the crankshaft of the engine and a motor shaft of the driving motor are arranged in parallel and are not coaxial in pairs.
Further, the first clutch and the second clutch are both wet clutches.
The utility model discloses beneficial technological effect does:
1) a first gear and a reverse gear are cancelled, the driving motor is directly used as a first gear and a reverse gear, the first gear and the reverse gear can be reduced, the defect that the space structure is difficult to arrange due to the fact that the transmission ratio range between the first gear and the second gear is large is avoided, and meanwhile, the cost is reduced, and the structure is easier to arrange.
2) The driving motor has the characteristic of stably outputting larger torque in a low-speed starting stage, can make up the defects of unstable idling of an engine, small low-speed torque and easy flameout, ensures that the working performance of the whole vehicle is reliable, and can further improve the hundred kilometer acceleration performance of the whole vehicle by outputting larger torque at low speed.
3) The first clutch and the second clutch are wet clutches, so that power switching of two gears is stable, gear shifting impact is reduced, and gear shifting power interruption is avoided.
Drawings
Fig. 1 is a schematic structural diagram of the present invention.
Detailed Description
The present invention will be described in detail with reference to the accompanying drawings.
Referring to fig. 1, the utility model discloses a plug-in hybrid power system contains: the device comprises a first power mechanism, a second power mechanism and a transmission shaft system.
The first power mechanism comprises an engine 1 and a crankshaft 2 for driving and outputting the engine.
The second power mechanism comprises a driving motor 3, a motor shaft 4, a motor driving gear 25 and a motor driven gear 26 meshed with the motor driving gear 25.
The drive line comprises a first clutch 5, a second clutch 6, an outer output shaft 7, an inner input shaft 8, a first intermediate shaft 13 and a second intermediate shaft 17. The first clutch 5 is fixedly connected with the inner input shaft 8, the second clutch 6 is fixedly connected with the outer input shaft 7, and the outer input shaft 7 is sleeved outside the inner input shaft 8.
The crankshaft 2 inputs power of the engine 1 to an inner input shaft 8 and an outer output shaft 7 via a first clutch 5 and a second clutch 6, respectively.
The inner input shaft 8 is fixedly connected with a five-gear driving gear 9 and a three-gear driving gear 10 sequentially from left to right;
the outer input shaft 7 is fixedly provided with a second-fourth gear driving gear 11 and a sixth gear driving gear 12 in sequence from left to right;
the first countershaft 13 is provided with a first constant mesh gear 14, a second driven gear 15, a second motor synchronizer 16, and a motor driven gear 26 in this order from left to right. The first constant mesh gear 14 and the second gear motor synchronizer 16 are fixed on the first intermediate shaft 13, and the second gear driven gear 15 and the motor driven gear 26 are freely sleeved on the first intermediate shaft. The second gear motor synchronizer 16 can switch and select the second gear driven gear 15 or the motor driven gear 26.
The second countershaft 17 is provided with a second constant mesh gear 18, a fourth-gear driven gear 19, a fourth-sixth gear synchronizer 21, a sixth-gear driven gear 20, a fifth-gear driven gear 22, a third-fifth gear synchronizer 24 and a third-fifth gear driven gear 23 in sequence from left to right. The second constantly meshing gear 18, the fourth-sixth synchronizer 21 and the third-fifth synchronizer 24 are fixed to the second countershaft 17. The fourth gear driven gear 19, the sixth gear driven gear 20, the fifth gear driven gear 22 and the third gear driven gear 23 are sleeved on the second intermediate shaft 17 in an empty mode. The four-six gear synchronizer 21 can switch and select the four-gear driven gear 19 or the six-gear driven gear 20. The third-fifth gear synchronizer 24 can switch and select the fifth-gear driven gear 22 or the third-gear driven gear 23.
The fifth-gear driving gear 9 is meshed with the fifth-gear driven gear 22, and the third-gear driving gear 10 is meshed with the third-gear driven gear 23.
The second-fourth gear driving gear 11 is meshed with the second-gear driven gear 15 and the fourth-gear driven gear 19, and the sixth-gear driving gear 12 is meshed with the sixth-gear driven gear 20.
The outer input shaft 7 and the inner input shaft 8 are coaxial with the crankshaft 2 of the engine 1, and the first intermediate shaft 13, the second intermediate shaft 17, the crankshaft 2 of the engine 1 and the motor shaft 4 of the driving motor 3 are arranged in parallel and are not coaxial with each other.
The first clutch 5 and the second clutch 6 are both wet clutches.
The working principle is as follows:
the power transmission route of the pure electric working mode comprises the following steps:
first gear power transmission route: the driving motor 3 works and rotates forwards, the engine 1 does not work, the first clutch 5 and the second clutch 6 are disconnected, and the second gear motor synchronizer 16 is combined with the motor driven gear 26 which is not sleeved; the power is transmitted to the motor driving gear 25, the motor driven gear 26, the two-gear motor synchronizer 16, the first intermediate shaft 13 and the first constant mesh gear 14 in sequence through the motor shaft 4 of the driving motor 3, and finally the power is transmitted out through the first constant mesh gear 14.
Reverse gear power transmission route: the driving motor 3 works and rotates reversely, the engine 1 does not work, the first clutch 5 and the second clutch 6 are both disconnected, and the second gear motor synchronizer 16 is combined with the motor driven gear 26 which is not sleeved; the power is transmitted to the motor driving gear 25, the motor driven gear 26, the two-gear motor synchronizer 16, the first intermediate shaft 13 and the first constant mesh gear 14 in sequence through the motor shaft 4 of the driving motor 3, and finally the power is transmitted out through the first constant mesh gear 14.
(II) a pure engine mode power transmission route:
1) a second-gear power transmission route: the driving motor 3 does not work, the engine 1 works, the first clutch 5 is disconnected, the second clutch 6 is combined, and the second gear motor synchronizer 16 is combined with the second gear driven gear 15 which is sleeved in a hollow way; the power is transmitted to the second clutch 6, the outer input shaft 7, the second-fourth gear driving gear 11, the second-gear driven gear 15, the second-gear motor synchronizer 16, the first intermediate shaft 13 and the first normally meshed gear 14 in sequence through the crankshaft 2 of the engine 1, and finally the power is transmitted out through the first normally meshed gear 14.
2) A third-gear power transmission route: the driving motor 3 does not work, the engine 1 works, the first clutch 5 is combined, the second clutch 6 is disconnected, and the third-fifth gear synchronizer 24 is combined with the third-gear driven gear 23 which is not sleeved; the power is transmitted to the first clutch 5, the inner input shaft 8, the three-gear driving gear 10, the three-gear driven gear 23, the three-five-gear synchronizer 24, the second intermediate shaft 17 and the second normally meshed gear 18 in sequence through the crankshaft 2 of the engine 1, and finally the power is transmitted out through the second normally meshed gear 18.
3) A fourth-gear power transmission route: the driving motor 3 does not work, the engine 1 works, the first clutch 5 is disconnected, the second clutch 6 is combined, and the fourth-sixth gear synchronizer 21 is combined with the empty fourth-gear driven gear 19; the power is transmitted to the second clutch 6, the outer input shaft 7, the second-fourth gear driving gear 11, the fourth gear driven gear 19, the fourth-sixth gear synchronizer 21, the second intermediate shaft 17 and the second normally meshed gear 18 in sequence through the crankshaft 2 of the engine 1, and finally the power is transmitted out through the second normally meshed gear 18.
4) A fifth-gear power transmission route: the driving motor 3 does not work, the engine 1 works, the first clutch 5 is combined, the second clutch 6 is disconnected, and the third-fifth gear synchronizer 24 is combined with the empty fifth gear driven gear 22; the power is transmitted to the first clutch 5, the inner input shaft 8, the five-gear driving gear 9, the five-gear driven gear 22, the three-five-gear synchronizer 24, the second intermediate shaft 17 and the second normally meshed gear 18 in sequence through the crankshaft 2 of the engine 1, and finally the power is transmitted out through the second normally meshed gear 18.
5) Six-gear power transmission route: the driving motor 3 does not work, the engine 1 works, the first clutch 5 is disconnected, the second clutch 6 is combined, and the fourth-sixth gear synchronizer 21 is combined with the idle sixth gear driven gear 20; the power is transmitted to the second clutch 6, the outer input shaft 7, the six-gear driving gear 12, the six-gear driven gear 20, the four-six-gear synchronizer 21, the second intermediate shaft 17 and the second normally meshed gear 18 in sequence through the crankshaft 2 of the engine 1, and finally the power is transmitted out through the second normally meshed gear 18.
(III) hybrid mode Power Transmission route:
the power assembly has a hybrid power mode only in three, four, five and six gears, and in the mode, power is supplied from the engine 1 and also from the driving motor 3, so that in the four gears listed in the mode, the power transmission route of the engine 1 is the same as that of a pure engine mode, the two-gear motor synchronizer 16 is combined with the empty motor driven gear 26, and then the same power transmission route of the driving motor 3 part is sequentially transmitted to the motor driving gear 25, the motor driven gear 26, the two-gear motor synchronizer 16, the first intermediate shaft 13 and the first normally meshed gear 14 through the motor shaft 4, and finally the power is transmitted out through the first normally meshed gear 14.
Energy recovery: when the vehicle runs at a speed reduction or goes downhill, the driving motor 4 is changed into a power generation state, the secondary motor synchronizer 16 is combined with the empty motor driven gear 26, the whole vehicle transmits power to the first normally meshed gear 14, the first intermediate shaft 13, the secondary motor synchronizer 16, the motor driven gear 26, the motor driving gear 25 and the motor shaft 4 through wheels, and finally the driving motor 3 is driven to generate power through the rotation of the motor shaft 4, so that energy recovery is realized.
Claims (5)
1. A plug-in hybrid powertrain system, comprising: the device comprises a first power mechanism, a second power mechanism and a transmission shaft system;
the first power mechanism comprises an engine (1) and a crankshaft (2) driven and output by the engine;
the second power mechanism comprises a driving motor (3), a motor shaft (4), a motor driving gear (25) and a motor driven gear (26) meshed with the motor driving gear (25);
the transmission shafting comprises a first clutch (5), a second clutch (6), an outer input shaft (7), an inner input shaft (8), a first intermediate shaft (13) and a second intermediate shaft (17); the first clutch (5) is fixedly connected with the inner input shaft (8); the second clutch (6) is fixedly connected with the outer input shaft (7), and the outer input shaft (7) is sleeved outside the inner input shaft (8);
the crankshaft (2) respectively inputs the power of the engine (1) into an inner input shaft (8) and an outer input shaft (7) through a first clutch (5) and a second clutch (6);
driving gears are arranged on the outer input shaft (7) and the inner input shaft (8), and the driving gears are correspondingly meshed with driven gears on the first intermediate shaft (13) and the second intermediate shaft (17);
a motor driven gear (26) of the second power mechanism is sleeved on the first intermediate shaft (13) in a hollow manner, and the power of the driving motor (3) can be selectively output through the motor shaft (4), the motor driving gear (25), the motor driven gear (26) and the first intermediate shaft by a synchronizer on the first intermediate shaft; and the driving motor (3) realizes the power driving of first gear or reverse gear.
2. A plug-in hybrid system as claimed in claim 1, wherein:
the inner input shaft (8) is fixedly connected with a fifth-gear driving gear (9) and a third-gear driving gear (10) sequentially from left to right;
the outer input shaft (7) is fixedly provided with a second-fourth gear driving gear (11) and a sixth gear driving gear (12) from left to right in sequence;
a first constant mesh gear (14), a second-gear driven gear (15), a second-gear motor synchronizer (16) and a motor driven gear (26) are sequentially arranged on the first intermediate shaft (13) from left to right; the first constant mesh gear (14) and the second gear motor synchronizer (16) are fixed on the first intermediate shaft (13), and the second gear driven gear (15) and the motor driven gear (26) are sleeved on the first intermediate shaft in an empty mode; the second-gear motor synchronizer (16) can switch and select the second-gear driven gear (15) or the motor driven gear (26);
the second countershaft (17) is sequentially provided with a second constant mesh gear (18), a fourth-gear driven gear (19), a fourth-sixth gear synchronizer (21), a sixth gear driven gear (20), a fifth gear driven gear (22), a third-fifth gear synchronizer (24) and a third gear driven gear (23) from left to right; the second constant mesh gear (18), the fourth-sixth gear synchronizer (21) and the third-fifth gear synchronizer (24) are fixed on the second intermediate shaft (17); the fourth-gear driven gear (19), the sixth-gear driven gear (20), the fifth-gear driven gear (22) and the third-gear driven gear (23) are sleeved on the second intermediate shaft (17) in a hollow manner; the four-six gear synchronizer (21) can switch and select a four-gear driven gear (19) or a six-gear driven gear (20); the third-fifth gear synchronizer (24) can switch and select a fifth-gear driven gear (22) or a third-gear driven gear (23).
3. A plug-in hybrid system as claimed in claim 2, wherein:
the five-gear driving gear (9) is meshed with the five-gear driven gear (22); the three-gear driving gear (10) is meshed with the three-gear driven gear (23);
the second-gear driving gear and the fourth-gear driving gear (11) are respectively meshed with the second-gear driven gear (15) and the fourth-gear driven gear (19); the six-gear driving gear (12) is meshed with a six-gear driven gear (20).
4. A plug-in hybrid system as claimed in claim 1 or 2, wherein:
the outer input shaft (7) and the inner input shaft (8) are coaxial with a crankshaft (2) of the engine (1), and the first intermediate shaft (13), the second intermediate shaft (17), the crankshaft (2) of the engine (1) and a motor shaft (4) of the driving motor (3) are arranged in parallel and are not coaxial with each other.
5. A plug-in hybrid system as claimed in claim 1, wherein: the first clutch (5) and the second clutch (6) are both wet clutches.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921717854.6U CN211617416U (en) | 2019-10-14 | 2019-10-14 | Plug-in hybrid power system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921717854.6U CN211617416U (en) | 2019-10-14 | 2019-10-14 | Plug-in hybrid power system |
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| Publication Number | Publication Date |
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| CN211617416U true CN211617416U (en) | 2020-10-02 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201921717854.6U Active CN211617416U (en) | 2019-10-14 | 2019-10-14 | Plug-in hybrid power system |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110576732A (en) * | 2019-10-14 | 2019-12-17 | 重庆青山工业有限责任公司 | plug-in hybrid power system |
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2019
- 2019-10-14 CN CN201921717854.6U patent/CN211617416U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110576732A (en) * | 2019-10-14 | 2019-12-17 | 重庆青山工业有限责任公司 | plug-in hybrid power system |
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