CN211809027U - Oil-electricity hybrid driving power assembly for high-power low-speed vehicle - Google Patents

Abstract

The utility model discloses a high-power low-speed vehicle oil-electricity hybrid drive power assembly, including motor, engine power device, drive coupling separator and power take-off, the motor, the engine power device through drive coupling separator with power take-off links together, drive coupling separator and power take-off install in the gearbox casing, power take-off drives the wheel rotation through the semi-axis of left and right sides; the driving coupling and separating device comprises a motor driving shaft, a motor driving gear, an engine driving shaft, an engine driving gear, a motor driven gear, a first shifting fork wheel, an engine driven gear and a driven shaft. The utility model discloses a coupling and the separation technique of double dynamical transmission, simple structure is feasible, and performance safe and reliable is convenient for drive the operation, and easily the volume production is implemented.

Description

Oil-electricity hybrid driving power assembly for high-power low-speed vehicle

Technical Field

The utility model relates to a vehicle drive system technical field especially relates to a high-power low-speed vehicle oil-electricity hybrid drive power assembly.

Background

The high-power low-speed vehicles in China are classified according to driving modes, and mainly comprise large freight tricycles taking a gasoline engine as power, agricultural tricycles taking a diesel engine as power, low-speed freight tricycles taking an electric motor as power and low-speed four-wheel passenger vehicles; if classified according to the kind of energy used, the vehicles may be further classified into gasoline vehicles, diesel vehicles, and electric vehicles. Generally, gasoline vehicles and diesel vehicles emit harmful carbon dioxide gas and fine dust particles, and electric vehicles are clean energy vehicles of emission-free type. Gasoline vehicles and diesel vehicles are confronted with fates that are replaced by electric vehicles and are phased out due to environmental pollution. In recent years, the development speed of electric vehicles in China is very high, and particularly in the fields of low-power freight tricycles, low-speed passenger vehicles and old mobility vehicles, the electric vehicles are basically the electric vehicles, and the market of oil vehicles does not exist. However, in the field of high-power low-speed vehicles, the speed of replacing oil vehicles by electric vehicles is slow, and although the oil vehicles are limited in many regions and cannot be used on many urban roads, the oil vehicles are still mainly used in vast rural areas. The reason is that after the oil vehicle is changed into the electric vehicle, if the endurance mileage of the electric vehicle meets the requirement expected by people, the manufacturing cost of the electric vehicle is dramatically increased by several times of the oil vehicle price compared with the oil vehicle, and the electric vehicle is unacceptable to common people; the cost of the electric vehicle is greatly reduced, and the endurance mileage of the electric vehicle can only be greatly reduced. Because the electric vehicle has short driving range and loses many functions of the freight requirement of high-power low-speed vehicles, the slow development of changing oil into electricity is natural.

At present, the method for solving the problem of the endurance mileage of the electric vehicle mostly adopts a range extender. The range extender is characterized in that an engine, a generator and a full-wave rectifier are arranged on an electric vehicle, when the electric vehicle runs short of electricity, the engine is started to drive the generator to generate electricity, and the generated electricity charges the electric vehicle, so that the purpose of prolonging the endurance mileage is achieved. The method is used for increasing the endurance mileage, compared with a pure electric vehicle, the increased cost is mainly the cost of an engine, a generator and a rectifier, and the increased cost can be accepted by people with the functional requirement. The adoption of the range extender to solve the endurance mileage is a laggard and original and stupid method, but the reliability is high, the technology of the domestic range extender is very mature, so the popularization degree of the range extender is very high, and the range extender can be accepted by the common people on the premise of no better technology. The problem can be: from the perspective of energy utilization, oil is converted into electricity, the electricity is converted into power for driving a vehicle, most of generators matched with a range extender are low-power generators, the conversion efficiency is low, and the oil-electricity hybrid vehicle directly drives wheels by an engine when being driven by pure oil.

The oil-electricity hybrid driving technology is originally applied to Japan and Germany, and the national science and technology conference in 2019 also has an oil-electricity hybrid driving device for winning a prize at the Qinghua university in China. The oil-electricity hybrid driving technology adopts hydraulic torque increasing, hydraulic separation, hydraulic coupling and hydraulic stepless speed change, has high technical content and high manufacturing cost, and is only suitable for high-speed passenger cars with high manufacturing cost of the whole car, and high-power low-speed cars are sensitive to the manufacturing cost, are not suitable for adopting the technical scheme and cannot bear high cost.

For oil-electricity hybrid drive, a plurality of patents which can be retrieved domestically exist, in the field of low-speed vehicles, investigation on the existing products shows that all the patents are not converted into products with practical values, the reasons are made, the patent technologies are mainly incomplete, the defects exist, the technical scheme is low in practical value, multiple in real implementation problems and poor in reliability, the technical routes of some patents are only theoretically feasible, and whether the cost is borne or not is judged, some patents only consider the first problem and do not consider the second problem, so that the implementation effect is poor and is not feasible. So far, in the field of high-power low-speed vehicles, hybrid oil-electric driving has not been successful.

At present, the pure electric drive of low-power low-speed vehicle has been popularized, high-power low-speed vehicle is because of continuation of the journey mileage and cost problem, pure electric drive still can't promote by a large scale, will popularize new energy automobile in high-power low-speed vehicle field, need obtain big breakthrough in the aspect of the oil-electricity hybrid drive technique, urgent need develop a section and be suitable for using on the low-speed vehicle, especially be suitable for the oil-electricity hybrid drive power assembly of high-power low-speed vehicle, solve the problem that pure electric drive continuation of the journey mileage is short, the oil truck receives the restriction in a great deal of region.

SUMMERY OF THE UTILITY MODEL

The utility model aims at providing a high-power low-speed vehicle oil-electricity hybrid drive power assembly to obtain a manufacturing cost cheap, the sexual valence relative altitude, safe and reliable, easy operation's oil-electricity hybrid drive power assembly.

In order to solve the technical problem, the utility model adopts the following technical scheme:

the utility model relates to a high-power low-speed vehicle oil-electricity hybrid drive power assembly, including motor, engine power device, drive coupling separator and power take-off, the motor, the engine power device passes through the drive coupling separator and the power take-off links together, drive coupling separator and power take-off install in the gearbox housing, the power take-off drives the wheel rotation through the semi-axis of left and right sides;

the driving coupling separation device comprises a motor driving shaft, a motor driving gear, an engine driving shaft, an engine driving gear, a motor driven gear, a first shifting fork wheel, an engine driven gear and a driven shaft, one end of the motor driving shaft penetrates through one side of the gearbox shell and is in transmission connection with the output end of the motor, the motor driving gear is installed on the motor driving shaft, one end of the engine driving shaft penetrates through the other side of the gearbox shell and is in transmission connection with the engine power device, the engine driving gear is installed on the engine driving shaft, the driven shaft is installed on the gearbox shell, the motor driven gear, the first shifting fork wheel and the engine driven gear are all installed on the driven shaft, the motor driving gear is meshed with the motor driven gear, the engine driving gear is meshed with the engine driven gear, the motor driven gear and the engine driven gear are coupled with or separated from the driven shaft when working and respectively and independently work, the first shifting fork wheel is positioned between the motor driven gear and the engine driven gear, the driven shaft, the motor driving shaft and the engine driving shaft are parallel to each other in three axes on a spatial position, the centers of cross sections of the three axes are arranged in an isosceles triangle shape, the first shifting fork wheel on the driven shaft can simultaneously control the power coupling and the power separation of the motor driving shaft and the engine driving shaft, the first shifting fork wheel moves leftwards to control the power coupling of the motor, the power of the engine is separated, the first shifting fork wheel moves rightwards to control the power coupling of the engine, and the power of the motor is separated;

the driven shaft is provided with a high-gear driven gear and a low-gear driven gear, and the high-gear driven gear and the low-gear driven gear are meshed and connected with the power output device through gears.

Furthermore, the power output device comprises a first intermediate shaft, a second intermediate shaft and a differential package, the first intermediate shaft and the second intermediate shaft are arranged in parallel and mounted on the shell of the transmission case, one end of the first intermediate shaft is sequentially provided with a high-gear intermediate gear, a second shifting fork wheel and a low-gear intermediate gear, the high-gear intermediate gear is meshed with the high-gear driven gear, the low-gear intermediate gear is meshed with the low-gear driven gear, and the second shifting fork wheel moves left and right to be respectively matched with the high-gear intermediate gear and the low-gear intermediate gear to switch gears; first passing gear is installed to the other end of first passing axle, the epaxial second passing gear of installing of second passing axle, first passing axle gear with the second passes axle gear and meshes mutually, the third passing axle gear is installed to the centre of second passing axle, install differential gear on the differential package, the third passing axle gear with differential gear meshes mutually, rigid connection is passed through to the both sides of differential package the semi-axis drives the wheel rotation.

Still further, the engine power device specifically adopts a gasoline engine device or a diesel engine device.

Still further, the gasoline engine device comprises a gasoline engine, a centrifugal clutch, a universal transmission shaft and a bevel gear set, wherein the bevel gear set comprises a first bevel gear and a second bevel gear which are connected in a meshed mode, the gasoline engine is connected with one end of the universal transmission shaft through the centrifugal clutch, the first bevel gear and the second bevel gear are located outside the gearbox shell, the other end of the universal transmission shaft penetrates through the gearbox shell and then is connected with the first bevel gear, the second bevel gear is installed on a driving shaft of the engine, and the universal transmission shaft and the gearbox shell are connected together through a bearing.

Still further, the diesel engine device includes diesel engine, first belt pulley, second belt pulley and pull rod formula clutch, diesel engine, first belt pulley, second belt pulley and pull rod formula clutch all are located the gearbox casing is outside, first belt pulley is connected diesel engine's output, the second belt pulley is installed on the engine driving shaft, first belt pulley passes through belt transmission with the second belt pulley and is connected, the internally mounted of belt pulley has pull rod formula clutch.

Still further, the half shaft is mounted within the rear axle tube.

Furthermore, the spatial positions of the circle centers of the cross sections of the motor driving shaft, the engine driving shaft and the driven shaft form a special structure of an isosceles triangle taking the circle center of the driven shaft as a vertex, and the motor driving shaft, the engine driving shaft and the driven shaft are arranged at equal intervals; the connection relation between the motor driven gear and the driven shaft is coupling or separation when the motor driven gear and the driven shaft work, and the connection relation between the engine driven gear and the driven shaft is coupling or separation when the motor driven gear and the driven shaft work.

Compared with the prior art, the utility model discloses a beneficial technological effect:

the utility model discloses high-power low-speed vehicle oil-electricity hybrid drive power assembly, including motor, engine power device, drive coupling separator and power take-off, motor, engine power device link together with power take-off through driving coupling separator, drive coupling separator and power take-off install in the gearbox casing, power take-off drives the wheel rotation through the semi-axis of left and right sides; the drive coupling and separating device comprises a motor driving shaft, a motor driving gear, an engine driving shaft, an engine driving gear, a motor driven gear, a first shifting fork wheel, an engine driven gear and a driven shaft, and switching of pure electric drive and pure oil drive is achieved through ingenious combination of the parts. The advantages brought by this structure are as follows:

first, fundamentally has solved the oil of high-power low-speed vehicle and has changed the short problem of electric continuation of the journey mileage. The utility model

Neotype oil-electricity hybrid drive power assembly, pure electric drive can switch at will with the pure oil drive, in the region of going, no matter be urban road or rural road, all can go up the way, and the adaptability is stronger, and to the freight transportation destination, longer mileage also can reach smoothly.

Secondly, the cost is low, the popularization and the promotion are convenient, and the market prospect is wide. Compared with a pure electric vehicle, the hybrid oil-electricity driving power assembly has the advantages that only one engine and one clutch are added, the proportion of the engine and the clutch in the total price components of main components (a motor, a battery, an electric control box, a transmission case, the engine and the clutch) of hybrid oil-electricity driving is a very small part, the oil driving function is added on the basis of the original pure electric driving, and the cost performance is greatly improved compared with the price ratio of the engine and the clutch added to the whole vehicle. The total cost of the oil-electricity hybrid drive and range extender is reduced, the range extender is additionally provided with an engine, a generator and a full-wave rectifier on the basis of the original pure electric drive, the cost of the engine of the oil-electricity hybrid drive is balanced with that of the engine of the range extender, the cost of the clutch of the oil-electricity hybrid drive is only about 20 percent of that of the generator of the range extender and that of the full-wave rectifier, the cost performance of the oil-electricity hybrid drive of the whole vehicle is lower than that of the range extender, and the cost performance of the oil-electricity hybrid drive is far higher than that of the range extender.

And thirdly, energy is saved, efficiency is improved, pollution to the environment is reduced, the pollution to the environment by a pure oil vehicle is large, most of electricity is used in time by oil-electricity hybrid driving, and the pollution to the environment is small. Compared with the technical route of the range extender, the range extender converts oil into electricity, the electricity is converted into work after rectification, the efficiency of the generator is low in the process of converting the oil into the electricity, the comprehensive efficiency of the whole process is reduced, and the oil-electricity hybrid drive directly converts the oil into the work, so that the power generation process is omitted, the comprehensive efficiency of the oil-electricity hybrid drive is much higher than that of the range extender, the efficiency is high, energy is saved, and the pollution to the environment can be reduced.

The utility model discloses a coupling and the separation technique of double dynamical transmission, simple structure is feasible, and performance safe and reliable is convenient for drive the operation, and easily the volume production is implemented. The utility model discloses a hybrid drive power assembly is applicable to high-power low-speed vehicle, including current large-scale tricycle freight transportation gasoline car, low-speed four-wheel passenger car, special purpose vehicles such as municipal refuse vehicle, watering lorry, street sweeper also are applicable to the oil that uses diesel oil as all vehicles such as the agricultural vehicle of power to change oily hybrid drive.

Drawings

The present invention will be further explained with reference to the following description of the drawings.

FIG. 1 is a schematic view of a hybrid driving power assembly of a motor and a gasoline engine of the present invention;

FIG. 2 is a schematic view of the hybrid driving power assembly of the motor and the diesel engine of the present invention;

fig. 3 is a schematic front view of the driving coupling device separating device of the present invention;

fig. 4 is a left side view schematically illustrating the driving coupling and separating device of the present invention;

description of reference numerals: 1. a motor; 2. a motor drive shaft; 3. a motor driving gear; 4. a gasoline engine; 5. a centrifugal clutch; 6. a universal drive shaft; 7. a first bevel gear; 8. a second bevel gear; 9. an engine drive shaft; 10. an engine drive gear; 11. a motor driven gear; 12. a first fork wheel; 13. An engine driven gear; 14. a driven shaft; 15. a high-gear driven gear; 16. a low-gear driven gear; 17. a high-grade gap bridge gear; 18. a second fork wheel; 19. a low-gear intermediate gear; 20. a first intermediate shaft; 21. a first carrier gear; 22. a second carrier gear; 23. a second intermediate shaft; 24. a third carrier gear; 25. a differential gear; 26. a half shaft; 27. a differential package; 28. a transmission housing; 29. a rear axle tube; 30. a diesel engine; 31. a first pulley; 32. a belt; 33. a second pulley; 34. a tie rod type clutch.

Detailed Description

As shown in fig. 1-4, the fuel-electric hybrid drive power assembly for the high-power low-speed vehicle comprises a motor 1, an engine power device, a drive coupling and separating device and a power output device, wherein the motor 1 and the engine power device are connected with the power output device through the drive coupling and separating device, the drive coupling and separating device and a power output component are installed in a gearbox shell 28, the power output device drives wheels to rotate through half shafts 26 on the left side and the right side, and the half shafts 26 are installed in a rear axle pipe 29.

The driving coupling separation device comprises a motor driving shaft 2, a motor driving gear 3, an engine driving shaft 9, an engine driving gear 10, a motor driven gear 11, a first shifting fork wheel 12, an engine driven gear 13 and a driven shaft 14, wherein one end of the motor driving shaft 2 penetrates through one side of a gearbox shell 28 and then is in transmission connection with the output end of the motor 1, the motor driving gear 3 is installed on the motor driving shaft 2, one end of the engine driving shaft 9 penetrates through the other side of the gearbox shell 28 and is in transmission connection with the engine power device, the engine driving gear 10 is installed on the engine driving shaft 9, the driven shaft 14 is installed on the gearbox shell 28, the motor driven gear 11, the first shifting fork wheel 12 and the engine driven gear 13 are all installed on the driven shaft 14, the motor driving gear 3 is meshed with the motor driven gear 11, the engine driving gear 10 is meshed with the engine driven gear 13, the motor driven gear 11 and the engine driven gear 13 are coupled with or separated from the driven shaft 14 during working and respectively and independently operate, the first shifting fork wheel 12 is positioned between the motor driven gear 11 and the engine driven gear 13, the driven shaft 14, the motor driving shaft 2 and the engine driving shaft 9 are parallel to each other on three shafts in spatial positions, the circle centers of the cross sections of the three shafts are arranged in an isosceles triangle shape, the first shifting fork wheel 12 on the driven shaft 14 simultaneously controls the power coupling and the separation of the motor driving shaft 2 and the engine driving shaft 9, the first shifting fork wheel 12 moves leftwards to control the power coupling of the motor, the power separation of the engine, and the right movement of the first shifting fork wheel 12 to control the power coupling of the engine, the power of the motor is separated, so that the power of the motor and the power of the engine are not interfered with each other and can be switched, and either one of the power of the motor and the power of the engine can be independently driven to operate; the driven shaft 14 is provided with a high-gear driven gear 15 and a low-gear driven gear 16, and the high-gear driven gear 15 and the low-gear driven gear 16 are meshed with the power output device through gears.

Specifically, as shown in fig. 4, the spatial positions of the centers of the cross sections of the motor driving shaft 2, the engine driving shaft 9 and the driven shaft 14 form a special structure of an isosceles triangle taking the center of the driven shaft 14 as a vertex, and the motor driving shaft 2 and the engine driving shaft 9 are arranged at equal intervals with the driven shaft 14; the connection relation between the motor driven gear 11 and the driven shaft 14 is coupling or separation when the motor driven gear and the driven shaft 14 work, the connection relation between the engine driven gear 13 and the driven shaft 14 is coupling or separation when the motor driven gear and the driven shaft 14 work, the first shifting fork wheel 12 on the driven shaft 14 can be pulled left and right, and the first shifting fork wheel 12 is controlled by a pull rod of a cab. Specifically, the first shifting fork wheel 12 is moved left and right, coupling and separation of the motor driven gear 11 and the driven shaft 14 and coupling and separation of the engine driven gear 13 and the driven shaft 14 are controlled simultaneously, coupling and separation of the driven gear of only one power source and the driven shaft of the traditional shifting fork wheel are changed, coupling of the motor power is controlled by moving the shifting fork wheel left, the engine power is separated, coupling of the engine power is controlled by moving the shifting fork wheel right, coupling of the motor power is controlled by moving the shifting fork wheel left, the engine power is separated, and the motor power is separated, so that mutual interference between the motor power and the engine power is realized, random switching.

The power output device comprises a first intermediate shaft 20, a second intermediate shaft 23 and a differential package 27, wherein the first intermediate shaft 20 and the second intermediate shaft 23 are arranged in parallel on a gearbox shell 28, one end of the first intermediate shaft 20 is sequentially provided with a high-gear intermediate gear 17, a second shifting fork wheel 18 and a low-gear intermediate gear 19, the high-gear intermediate gear 17 is meshed with the high-gear driven gear 15, the low-gear intermediate gear 19 is meshed with the low-gear driven gear 16, and the second shifting fork wheel 18 moves left and right to be respectively matched with the high-gear intermediate gear 17 and the low-gear intermediate gear 19 so as to switch gears; first carrier gear 21 is installed to the other end of first carrier shaft 20, install second carrier gear 22 on the second carrier shaft 23, first carrier gear 21 with second carrier gear 22 meshes mutually, third carrier gear 24 is installed to the centre of second carrier shaft 23, install differential gear 25 on the differential package 27, third carrier gear 24 with differential gear 25 meshes mutually, rigid connection is passed through to the both sides of differential package 27 semi-axis 26 drives the wheel and rotates.

The engine power device specifically adopts a gasoline engine device or a diesel engine device, and is organically combined with the drive coupling and separating device to realize two different groups of hybrid power drive system assemblies.

The first embodiment is as follows:

as shown in FIG. 1, the hybrid drive power assembly scheme of the motor and the gasoline engine is provided. The gasoline engine device comprises a gasoline engine 4, a centrifugal clutch 5, a universal transmission shaft 6 and a bevel gear set, wherein the bevel gear set comprises a first bevel gear 7 and a second bevel gear 8 which are connected in a meshed mode, the gasoline engine 4 is connected with one end of the universal transmission shaft 6 through the centrifugal clutch 5, the first bevel gear 7 and the second bevel gear 8 are located outside a gearbox shell 28, the other end of the universal transmission shaft 6 penetrates through the gearbox shell 28 and then is connected with the first bevel gear 7, the second bevel gear 8 is installed on an engine driving shaft 9, and the universal transmission shaft 6 is connected with the gearbox shell 28 through a bearing.

Specifically, a power output shaft of a motor 1 is rigidly and directly connected with a motor driving shaft 2 through a spline, a motor driving gear 3 is fixedly connected with the motor driving shaft 2, the motor driving gear 3 is meshed with a motor driven gear 11, and the coupling and the separation of the motor driven gear 11 and a driven shaft 14 are controlled through a first shifting fork wheel 12; an output shaft of a gasoline engine 4 is rigidly connected with a centrifugal clutch 5, the opening and closing of the centrifugal clutch 5 is controlled by the rotating speed of the gasoline engine 4 and is used for starting a pure gasoline-driven vehicle, an output end of the centrifugal clutch 5 is flexibly connected with a universal transmission shaft 6, the transmission shaft 6 is flexibly connected with a bevel gear shaft of a first bevel gear 7, the first bevel gear 7 is meshed with a second bevel gear 8, the second bevel gear 8 is fixedly connected with an engine driving shaft 9, the engine driving shaft 9 is fixedly connected with an engine driving gear 10, the engine driving gear 10 is meshed with an engine driven gear 13, the coupling and the decoupling of the engine driven gear 13 and a driven shaft 14 are controlled by a first declutch gear 12, and the first declutch gear 12 is controlled by a pull rod of a cab.

When the vehicle works, when the first shifting fork wheel 12 is pulled to the left, the motor driven gear 11 is coupled with the driven shaft 14, the power of the motor 1 is transmitted to the driven shaft 14 through the motor driving shaft 2, the motor driving gear 3 and the motor driven gear 11 to drive the driven shaft 14 to rotate, at the moment, the engine driven gear 13 and the driven shaft 14 are in a separated state, all parts of the engine driven gear 13, the engine driving gear 10, the engine driving shaft 9, the second bevel gear 8, the first bevel gear 7, the transmission shaft 6, the centrifugal clutch 5 and the gasoline engine 4 which are related to the power transmission of the engine are in a static state, and the vehicle is in a pure electric driving mode; when the shifting fork wheel 12 is pulled to the right, the engine driven gear 13 is coupled with the driven shaft 14, the power of the gasoline engine 4 is transmitted to the driven shaft 14 through the centrifugal clutch 5, the transmission shaft 6, the first bevel gear 7, the second bevel gear 8, the engine driving shaft 9, the engine driving gear 10 and the engine driven gear 13 to drive the gasoline engine to rotate, at the moment, the motor driven gear 11 and the driven shaft 14 are in a separated state, the motor driving shaft 2, the motor driving gear 3 and the motor driven gear 11 related to the motor power transmission are all in a static state, and the vehicle is in a pure gasoline driving mode.

The pure electric drive mode and the pure gasoline drive mode both drive the driven shaft 14 to rotate, the driven shaft 14 is fixedly connected with the high-gear driven gear 15 and the low-gear driven gear 16 to drive the subsequent power output device to be connected, specifically, the high-gear driven gear 15 is meshed with the high-gear carrier gear 17, the low-gear driven gear 16 is meshed with the low-gear carrier gear 19, the coupling and the separation of the high-gear carrier gear 17 and the first carrier shaft 20 are controlled by the second shifting fork wheel 18, the coupling and the separation of the low-gear carrier gear 19 and the first carrier shaft 20 are also controlled by the second shifting fork wheel 18, and the second shifting fork wheel 18 is controlled by a pull rod of a cab. During output, when the second shifting fork wheel 18 is pulled to the left, the high-gear carrier gear 17 is coupled with the first carrier shaft 20, the low-gear carrier gear 19 is separated from the first carrier shaft 20, and at the moment, the gear of the gearbox is in a high gear; when the second fork wheel 18 is pulled to the right, the low-gear intermediate gear 19 is coupled with the first intermediate shaft 20, the high-gear intermediate gear 17 is separated from the first intermediate shaft 20, and at this time, the gear of the gearbox is in a low gear. The high gear and the low gear enable the first intermediate shaft 20 to obtain two different speeds. The first intermediate shaft 20 is fixedly connected with the first intermediate gear 21, the first intermediate gear 21 is meshed with the second intermediate gear 22, the second intermediate gear 22 is fixedly connected with the second intermediate shaft 23, the second intermediate shaft 23 is fixedly connected with the third intermediate gear 24 through a key, and the third intermediate gear 24 is meshed with the differential gear 25, so that the power obtained by the first intermediate shaft 20 drives the first intermediate gear 21, the second intermediate gear 22, the second intermediate shaft 23, the third intermediate gear 24 and the differential gear 25 to rotate. The differential gear 25 drives the left and right half shafts 26 to rotate through the differential of the differential package 27, and the left and right half shafts 26 drive the left and right wheels to rotate, so as to drive the vehicle to run.

One of the main design parameters in this embodiment is as follows:

the motor 1 can adopt a permanent magnet synchronous motor (also can adopt a 6kw alternating current asynchronous motor), the rated power is 5kw, the maximum power is 10kw, and the rated rotating speed is 3000 nim/r.

The cooling mode of the gasoline engine 4 is air cooling, the discharge capacity is 400ml, the highest rotating speed is 4000nim/r, and the maximum power is 12 horsepower.

The transmission gear ratio, pure electric drive mode high-grade gear ratio specifically designs for 12: 1, low speed ratio design 23: 1; the pure gasoline driving mode high-gear speed ratio is specifically designed as 15: 1, low gear ratio design is 32: 1.

the outer diameter of the driving wheel of the vehicle is designed to be 720mm, the load of the vehicle is carried, and the total mass is 3200 kg.

The highest running speed of a pure electric drive high-grade vehicle can reach 34km/h, and the highest running speed of a low-grade vehicle is 17.7 km/h; the highest running speed of the high-grade vehicle driven by pure gasoline can reach 36.2km/h, and the highest running speed of the low-grade vehicle is 17 km/h.

Example two:

as shown in fig. 2, it is a hybrid drive powertrain solution of an electric machine and a diesel engine. The diesel engine device includes diesel engine 30, first belt pulley 31, second belt pulley 33 and pull rod formula clutch 34, diesel engine 30, first belt pulley 31, second belt pulley 33 and pull rod formula clutch 34 all are located the gearbox housing 28 is outside, first belt pulley 31 is connected the output of diesel engine 30, second belt pulley 33 is installed on the engine driving shaft 9, first belt pulley 31 passes through belt 32 transmission with second belt pulley 33 and is connected, the internally mounted of belt pulley 33 has pull rod formula clutch 34.

Specifically, a power output shaft of a motor 1 is rigidly and directly connected with a motor driving shaft 2 through a spline, the motor driving shaft 2 is fixedly connected with a motor driving gear 3, the motor driving gear 3 is meshed with a motor driven gear 11, and the coupling and the separation of the motor driven gear 11 and a driven shaft 14 are controlled through a first shifting fork wheel 12; an output shaft of a diesel engine 30 is rigidly connected with a first belt pulley 31, the first belt pulley 31 is flexibly connected with a second belt pulley 33 through a belt 32, a pull rod type clutch 34 is installed inside the second belt pulley 33, a pull rod is led out of the rod type clutch 34 and enters a cab to control the clutch shell to be separated from or combined with a clutch rotor, the clutch rotor is used for starting a pure diesel driven vehicle, the clutch rotor is fixedly connected with an engine driving shaft 9, the engine driving shaft 9 is fixedly connected with an engine driving gear 10, the engine driving gear 10 is meshed with an engine driven gear 13, and the coupling and the separation of the engine driven gear 13 and a driven shaft 14 are controlled through a first shifting fork wheel 12. The shifting fork wheel 12 on the driven shaft 14 can be pulled left and right, and the shifting fork wheel 12 is controlled by a pull rod of a cab.

When the vehicle works, when the shifting fork wheel 12 is pulled to the left, the motor driven gear 11 is coupled with the driven shaft 14, the power of the motor 1 is transmitted to the driven shaft 14 through the motor driving shaft 2, the motor driving gear 3 and the motor driven gear 11 to drive the driven shaft 14 to rotate, at the moment, the engine driven gear 13 and the driven shaft 14 are in a separation state, all parts of the engine driven gear 13, the engine driving gear 10, the engine driving shaft 9, the pull rod type clutch 34, the second belt pulley 33, the belt 32, the first belt pulley 31 and the diesel engine 30 which are related to the power transmission of the engine are in a static state, and the vehicle is in a pure electric driving mode; when the shifting fork wheel 12 is pulled to the right, the engine driven gear 13 is coupled with the driven shaft 14, the power of the diesel engine 30 is transmitted to the driven shaft 14 through the first belt pulley 31, the belt 32, the second belt pulley 33, the pull rod type clutch 34, the engine driving shaft 9, the engine driving gear 10 and the engine driven gear 13 to drive the driven shaft 14 to rotate, at the moment, the motor driven gear 11 and the driven shaft 14 are in a separated state, the motor driving shaft 2, the motor driving gear 3 and the motor driven gear 11 related to the motor power transmission are all in a static state, and the vehicle is in a pure diesel driving mode.

The pure electric drive mode and the pure gasoline drive mode both drive the driven shaft 14 to rotate, the driven shaft 14 is fixedly connected with the high-gear driven gear 15 and the low-gear driven gear 16 to drive the subsequent power output device to be connected, and the specific power transmission process of the power output device is the same as that of the first embodiment, and is not described again here.

The main design parameters in this example are as follows:

the motor 1 is a permanent magnet synchronous motor (can also be a 6kw alternating current asynchronous motor), the rated power is 5kw, the maximum power is 10kw, and the limit rotating speed is 3000 nim/r.

The cooling mode of the diesel engine is water cooling, the maximum rotating speed is 2400nim/r, and the maximum power is 25 horsepower.

The transmission gear ratio, pure electric drive mode high-grade gear ratio specifically designs for 10.5: 1, low speed ratio of 22: 1; the pure diesel driving mode high-gear speed ratio is specifically designed as 7: 1, low speed ratio of 15.2: 1.

Vehicle driving wheel external diameter, 720mm, vehicle load, total mass 3200 kg.

The highest running speed of a pure electric drive high-grade vehicle can reach 38.7km/h, and the highest running speed of a low-grade vehicle is 19.4 km/h; the highest running speed of the high-grade vehicle driven by pure diesel oil can reach 46.3km/h, and the highest running speed of the low-grade vehicle can reach 21.4 km/h.

In the two above-mentioned examples, first, the gearbox does not consider the reverse gear when pure oil drive vehicle reverses, because of reversing the available pure electric drive's motor and reversing and obtaining. The second, pure electric drive and pure oil drive have all only designed two gears, to pure electric drive, two gears can satisfy the function needs, to pure oil drive, because of engine torque force output's variation range is little a lot less than motor torque force's output variation range, two gears of engine are sometimes insufficient, the utility model discloses can increase a power input shaft and gear again in engine driving shaft 9 in the front in two above-mentioned concrete embodiments to add one set of declutch shift wheel sub-assembly on engine driving shaft 9, power input shaft and gear, declutch shift wheel sub-assembly structure principle that increase is the same with foretell high-low speed gear shifting part, make solitary pure oil power carry out once high-low gear shifting operation before oil electric drive switches, like this, can obtain 4 shifts of advancing when pure oil drive, still be 2 shifts of advancing when pure electric drive. In addition, the two embodiments need attention when driving; the pure oil drive mode vehicle must be started in a low gear, the high-gear starting has influence on the service life of the clutch, and the pure oil drive mode vehicle can be started in both high and low gears.

The utility model discloses high-power low-speed vehicle oil-electricity hybrid drive power assembly, simple structure is feasible, and performance safe and reliable is convenient for drive the operation, and easy volume production is implemented, on the coupling of double dynamical transmission and separation technique, the technique is advanced reliable. The gear of the gearbox is much simpler than that of the existing large three-wheel oil vehicle and agricultural vehicle, gears in the gearbox are not easy to damage, the oil-electricity hybrid power driving operation mode switching and gear shifting operation in the gearbox are the same as the operation of the existing vehicle, the centrifugal clutch connected with the gasoline engine and the pull rod type clutch carried by the diesel engine belt pulley adopt the existing matching technology, the replacement and the maintenance are convenient, and the cost is low. First, the utility model discloses a hybrid drive power assembly, pure electric drive can switch at will with the pure oil drive, in the region of traveling, no matter be urban road or country road all can the way, and adaptability is stronger, and to the freight transportation destination, longer mileage also can reach smoothly, and fundamentally has solved the problem that high-power low-speed vehicle oil changes the continuation of the journey mileage short. Secondly, the cost is low, the popularization and the promotion are convenient, and the market prospect is wide. And moreover, the energy is saved, the efficiency is improved, the pollution to the environment is reduced, the pollution to the environment is large for a pure oil vehicle, most of time-use electricity is driven by oil and electricity in a hybrid mode, and the pollution to the environment is small basically.

The above-mentioned embodiments are only to describe the preferred mode of the present invention, not to limit the scope of the present invention, and under the premise of not departing from the design spirit of the present invention, the ordinary skilled person in the art will be right the various modifications and improvements made by the technical solution of the present invention, including the present invention, four forward gears of pure oil drive, two forward gear of pure oil drive schemes are not drawn in the drawings, not described in detail, and all should fall into the protection scope determined by the claims of the present invention.

Claims (7)

1. The utility model provides a high-power low-speed vehicle oil-electricity hybrid drive power assembly which characterized in that: the power transmission system comprises a motor (1), an engine power device, a driving coupling and separating device and a power output device, wherein the motor (1) and the engine power device are connected with the power output device through the driving coupling and separating device, the driving coupling and separating device and a power output assembly are arranged in a gearbox shell (28), and the power output device drives wheels to rotate through half shafts (26) on the left side and the right side;

the driving coupling separation device comprises a motor driving shaft (2), a motor driving gear (3), an engine driving shaft (9), an engine driving gear (10), a motor driven gear (11), a first shifting fork wheel (12), an engine driven gear (13) and a driven shaft (14), one end of the motor driving shaft (2) penetrates through one side of a gearbox shell (28) and then is in transmission connection with the output end of the motor (1), the motor driving gear (3) is installed on the motor driving shaft (2), one end of the engine driving shaft (9) is in transmission connection with the other side of the gearbox shell (28) and is in transmission connection with the engine power device, the engine driving gear (10) is installed on the engine driving shaft (9), and the driven shaft (14) is installed on the gearbox shell (28), the motor driven gear (11), the first shifting fork wheel (12) and the engine driven gear (13) are all installed on the driven shaft (14), the motor driving gear (3) is meshed with the motor driven gear (11), the engine driving gear (10) is meshed with the engine driven gear (13), the motor driven gear (11) and the engine driven gear (13) are coupled or separated with the driven shaft (14) during working and respectively operate independently, the first shifting fork wheel (12) is located between the motor driven gear (11) and the engine driven gear (13), the driven shaft (14), the motor driving shaft (2) and the engine driving shaft (9) are parallel in three shafts on a spatial position, the cross section circle centers of the three shafts are arranged in an isosceles triangle shape, and the first shifting fork wheel (12) on the driven shaft (14) controls the power coupling and separation of the motor driving shaft (2) and the engine driving shaft (9) simultaneously, the first shifting fork wheel (12) moves leftwards to control the power coupling of the motor and the power separation of the engine, and the first shifting fork wheel (12) moves rightwards to control the power coupling of the engine and the power separation of the motor;

the driven shaft (14) is provided with a high-gear driven gear (15) and a low-gear driven gear (16), and the high-gear driven gear (15) and the low-gear driven gear (16) are meshed with the power output device through gears.

2. The hybrid propulsion power assembly for high-power low-speed vehicles according to claim 1, characterized in that: the power output device comprises a first intermediate shaft (20), a second intermediate shaft (23) and a differential package (27), wherein the first intermediate shaft (20) and the second intermediate shaft (23) are arranged on the gearbox shell (28) in parallel, one end of the first intermediate shaft (20) is sequentially provided with a high-gear intermediate gear (17), a second shifting fork wheel (18) and a low-gear intermediate gear (19), the high-gear intermediate gear (17) is meshed with the high-gear driven gear (15), the low-gear intermediate gear (19) is meshed with the low-gear driven gear (16), and the second shifting fork wheel (18) moves left and right and is respectively matched with the high-gear intermediate gear (17) and the low-gear intermediate gear (19) to switch gears; first carrier gear (21) is installed to the other end of first carrier shaft (20), install second carrier gear (22) on second carrier shaft (23), first carrier gear (21) with second carrier gear (22) mesh mutually, third carrier gear (24) is installed to the centre of second carrier shaft (23), install differential gear (25) on differential package (27), third carrier gear (24) with differential gear (25) mesh mutually, rigid connection is passed through to the both sides of differential package (27) semi-axis (26) drive the wheel and rotate.

3. The hybrid propulsion power assembly for high-power low-speed vehicles according to claim 1, characterized in that: the engine power device specifically adopts a gasoline engine device or a diesel engine device.

4. The hybrid propulsion power assembly for high-power low-speed vehicles according to claim 3, characterized in that: the gasoline engine device comprises a gasoline engine (4), a centrifugal clutch (5), a universal transmission shaft (6) and a bevel gear set, wherein the bevel gear set comprises a first bevel gear (7) and a second bevel gear (8) which are connected in a meshed mode, the gasoline engine (4) is connected with one end of the universal transmission shaft (6) through the centrifugal clutch (5), the universal transmission shaft and the universal transmission shaft are located outside a gearbox shell (28), the other end of the universal transmission shaft (6) penetrates through the gearbox shell (28) and then is connected with the first bevel gear (7), the second bevel gear (8) is installed on an engine driving shaft (9), and the universal transmission shaft (6) and the gearbox shell (28) are connected together through a bearing.

5. The hybrid propulsion power assembly for high-power low-speed vehicles according to claim 3, characterized in that: the diesel engine device includes diesel engine (30), first belt pulley (31), second belt pulley (33) and pull rod formula clutch (34), diesel engine (30), first belt pulley (31), second belt pulley (33) and pull rod formula clutch (34) all are located gearbox housing (28) are outside, first belt pulley (31) are connected the output of diesel engine (30), second belt pulley (33) are installed on engine driving shaft (9), first belt pulley (31) are connected through belt (32) transmission with second belt pulley (33), the internally mounted of belt pulley (33) has pull rod formula clutch (34).

6. The hybrid propulsion power assembly for high-power low-speed vehicles according to claim 1, characterized in that: the half shaft (26) is mounted in a rear axle pipe (29).

7. The hybrid propulsion power assembly for high-power low-speed vehicles according to claim 1, characterized in that: the spatial positions of the circle centers of the cross sections of the motor driving shaft (2), the engine driving shaft (9) and the driven shaft (14) form a special structure of an isosceles triangle taking the circle center of the driven shaft (14) as a vertex, and the motor driving shaft (2) and the engine driving shaft (9) are arranged at equal intervals with the driven shaft (14); the connection relation between the motor driven gear (11) and the driven shaft (14) is coupling or separation when the motor driven gear works, and the connection relation between the engine driven gear (13) and the driven shaft (14) is coupling or separation when the motor driven gear works.

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