CN213472770U

CN213472770U - Vehicle and hybrid system

Info

Publication number: CN213472770U
Application number: CN202021992603.1U
Authority: CN
Inventors: 陈广全; 陈大启; 景双红; 刘春磊; 雷献明
Original assignee: Fudi Power Co ltd
Current assignee: Fudi Power Co ltd
Priority date: 2020-09-11
Filing date: 2020-09-11
Publication date: 2021-06-18
Anticipated expiration: 2030-09-11

Abstract

The utility model discloses a vehicle and a hybrid power system, which comprises an engine, wherein the engine is connected with a main shaft; the clutch is arranged on the main shaft; the generator comprises a generator shaft, the generator shaft is in transmission connection with the main shaft, and the generator shaft synchronously rotates along with the engine; the first intermediate shaft is in transmission connection with the main shaft; a drive motor at least for outputting power, the drive motor including a drive motor shaft; the second intermediate shaft is in transmission with the driving motor shaft and is arranged in parallel with the first intermediate shaft at intervals; and the differential is in transmission connection with the first intermediate shaft and the second intermediate shaft. Through increasing first jackshaft, avoid driving motor drive and engine drive to transmit to the differential mechanism through same jackshaft, make jackshaft cycle number many, bear load greatly, the size is big, increases the design degree of difficulty. And the generator, the engine and the driving motor are arranged in different shafts, so that the arrangement difficulty can be reduced, and the axial size of the hybrid power system is reduced.

Description

Vehicle and hybrid system

Technical Field

The utility model belongs to the technical field of the vehicle technique and specifically relates to a vehicle and hybrid power system are related to.

Background

At present, a hybrid power system in the market generally integrates a generator, a motor controller and a speed reducer, a driving mode can be intelligently selected according to different working conditions and user requirements, the energy-saving requirement of the whole vehicle is met, and the optimal dynamic property, smoothness and economy are achieved, such as a double-motor coaxial arrangement scheme and a generator and engine coaxial scheme.

In the prior art, hybrid systems are optimized with respect to size, efficiency, NVH (Noise, Vibration, Harshness-Noise, Vibration and Harshness), cost, and reliability. However, there are also disadvantages as follows: the generator and the motor are coaxially arranged, so that the axial size is large; the generator is coaxial with the engine, the arrangement difficulty is increased, and the size is increased; the motor drive and the engine drive power are transmitted to the differential mechanism through the intermediate shaft, so that the intermediate shaft has the disadvantages of more cycle times, large bearing load, high service life requirement, large size and increased design difficulty; the main shaft and the intermediate shaft need to be meshed, so that the arrangement difficulty is increased; the speed ratio is difficult to adjust, and if the speed ratio is required to be adjusted, the associated gear parameters need to be adjusted.

SUMMERY OF THE UTILITY MODEL

The utility model discloses aim at solving one of the technical problem that exists among the prior art at least. Therefore, an object of the utility model is to provide a hybrid system, this hybrid system can improve the life of jackshaft, reduces the design degree of difficulty, also can reduce hybrid system's axial dimensions.

The utility model discloses a vehicle is further proposed.

According to the utility model discloses a hybrid power system, include: the engine is connected with the main shaft; a clutch disposed on the main shaft; a generator including a generator shaft drivingly connected with the main shaft and synchronously rotating with the engine; the first intermediate shaft is in transmission connection with the main shaft; a drive motor for at least outputting power, the drive motor including a drive motor shaft; the second intermediate shaft is in transmission with the driving motor shaft and is arranged in parallel with the first intermediate shaft at intervals; and the differential is in transmission connection with the first intermediate shaft and the second intermediate shaft respectively.

According to the utility model discloses a hybrid power system, through increasing first jackshaft between main shaft and differential mechanism, first jackshaft is connected with main shaft drive, then differential mechanism is connected with first jackshaft drive, and the driving motor axle can transmit through second jackshaft and differential mechanism to can avoid driving motor drive and engine drive power all through same jackshaft then transmit to differential mechanism, lead to the jackshaft cycle number of times many, the bearing load is big, the life-span requires highly, and the size is big, increases the design degree of difficulty. In addition, the generator, the engine and the driving motor are not coaxially arranged, so that the arrangement difficulty can be reduced, and the axial size of the hybrid power system is reduced.

In some examples of the present invention, the first intermediate shaft is provided with a first gear and a second gear, the first gear is engaged with the gear on the main shaft, and the second gear is engaged with the gear on the differential.

In some examples of the present invention, the second gear is integrally formed on the first intermediate shaft, the first intermediate shaft is provided with an external spline, and the first gear is provided with an internal spline fitted with the external spline.

In some examples of the present invention, the hybrid system further comprises: first oil pump and second oil pump, the pump impeller of first oil pump with gear engagement on the main shaft, first oil pump receives engine drive, the pump impeller of second oil pump with first gear engagement, the second oil pump receives driving motor drives.

In some examples of the present invention, the first intermediate shaft is an idler shaft, and an idler of the idler shaft is engaged between a gear on the main shaft and a gear on the differential.

In some examples of the present invention, the hybrid system further comprises: the pump impeller of the first oil pump is meshed with the gear on the main shaft, the pump impeller of the second oil pump is meshed with the idler, and the second oil pump is driven by the driving motor.

In some examples of the present invention, the second intermediate shaft is provided with a third gear and a fourth gear, a diameter of the third gear is larger than a diameter of the fourth gear, the third gear is engaged with a gear on the drive motor shaft, and the fourth gear is engaged with a gear on the differential mechanism.

In some examples of the present invention, the hybrid system further comprises: the generator is electrically connected with the inverter, and the inverter is also electrically connected with the power battery and the driving motor.

In some examples of the present invention, the hybrid system further comprises: a case, the case comprising: the first box and the end covers are respectively arranged on two sides of the second box, the main shaft, the generator shaft, the driving motor shaft, the first intermediate shaft, the second intermediate shaft and the differential are all arranged between the first box and the second box, and the driving motor comprises: a drive assembly including a drive stator and a drive rotor, the generator comprising: the power generation assembly comprises a power generation stator and a power generation rotor, and the driving assembly and the power generation assembly are arranged between the second box body and the end cover; and the controller is arranged on the second box body and is respectively electrically connected with the driving motor and the generator so as to control the working states of the driving motor and the generator.

In some examples of the invention, the generator shaft and/or the drive motor shaft includes therein: the axial one end of first axis body is first cooperation end, first cooperation end includes: a first mating portion and a first key connecting portion; the second axle body, the axial one end of second axle body is the second cooperation end, the second cooperation end includes: the second matching part is in contraposition fit with the first matching part, and the second key connecting part is in contraposition fit with the first key connecting part; a plurality of bearings are correspondingly arranged on the generator shaft and/or the driving motor shaft, and the plurality of bearings comprise: the first bearing is arranged at the other axial end of the first shaft body; the second bearing is arranged at the other axial end of the second shaft body; a third bearing disposed at the second mating end such that an axial end of the first shaft body and an axial end of the second shaft body share the third bearing.

According to the utility model discloses a vehicle, including above hybrid system.

Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.

Drawings

The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:

fig. 1 is a schematic structural diagram of a first hybrid system according to an embodiment of the present invention;

fig. 2 is a drive line diagram of a first hybrid powertrain according to an embodiment of the present invention;

FIG. 3 is a schematic representation of a first countershaft of the first hybrid powertrain;

fig. 4 is a schematic structural diagram of a second hybrid system according to an embodiment of the present invention;

fig. 5 is a drive line diagram of a second hybrid powertrain according to an embodiment of the present invention;

FIG. 6 is a schematic representation of a first countershaft of the second hybrid powertrain;

fig. 7 is a layout structural view of a hybrid system according to an embodiment of the present invention;

FIG. 8 is a driving condition diagram in the pure electric mode;

fig. 9 is a driving condition diagram of the series drive 1 in the series mode;

fig. 10 is a driving condition diagram of the series drive 2 in the series mode;

FIG. 11 is a graph of engine individual drive operating conditions in parallel mode;

FIG. 12 is a diagram of dual power drive conditions of the engine and the drive motor in parallel mode;

FIG. 13 is a diagram of a three-power drive condition of the engine, drive motor and generator in parallel mode;

FIG. 14 is a graph of engine drive and drive motor generation in parallel mode;

FIG. 15 is an exploded view of the case;

FIG. 16 is a schematic illustration of a first hybrid powertrain according to an embodiment of the present invention;

FIG. 17 is a schematic view of a generator shaft and/or a drive motor shaft.

Reference numerals:

a hybrid system 1;

an engine 10; a main shaft 11; a gear 12 on the main shaft;

a clutch 20; a generator 30; a generator shaft 31;

a first shaft body 310; a first mating end 3100; the first mating portion 3101;

a second shaft body 311; a second mating end 3110; a second fitting portion 3111;

a shaft hole 3112; a first bearing 312; a second bearing 313; a third bearing 314;

a first intermediate shaft 40; a first gear 41; the second gear 42;

an external spline 43; an internal spline 44; an idler pulley 45;

a drive motor 50; a drive motor shaft 51; a gear 52 on the drive motor shaft;

a second intermediate shaft 60; a third gear 61; a fourth gear 62;

a differential gear 70; gear 71 on the differential;

a first oil pump 80; the pump impeller 81 of the first oil pump;

a second oil pump 90; the pump impeller 91 of the second oil pump;

a power battery 100; an inverter 110; a case 120; a first case 121;

a second casing 122; an end cap 123; a controller 124; a vehicle 2.

Detailed Description

Embodiments of the present invention are described in detail below, and the embodiments described with reference to the drawings are exemplary.

A hybrid system 1 according to an embodiment of the present invention is described below with reference to fig. 1 to 17.

As shown in fig. 1, fig. 2, fig. 4, fig. 5, fig. 7 to fig. 14, and fig. 16, the hybrid system 1 according to the present invention includes: the engine 10, the clutch 20, the generator 30, the first intermediate shaft 40, at least the drive motor 50 for outputting power, the second intermediate shaft 60, and the differential 70. The engine 10 is connected with the main shaft 11, the clutch 20 is arranged on the main shaft 11, when the clutch 20 is in a closed state, the engine 10 can provide driving force for the differential 70, when the clutch 20 is in a separated state, the engine 10 is disconnected from the differential 70, the engine 10 cannot provide driving force for the differential 70, and at the moment, the engine 10 idles.

As shown in fig. 1, 2, 4, 5, 7-14 and 16, the generator 30 includes a generator shaft 31, the generator shaft 31 is in transmission connection with the main shaft 11, the generator shaft 31 rotates synchronously with the engine 10, the first intermediate shaft 40 is in transmission connection with the main shaft 11, the driving motor 50 includes a driving motor shaft 51, the second intermediate shaft 60 is in transmission connection with the driving motor shaft 51, the second intermediate shaft 60 is spaced from and parallel to the first intermediate shaft 40, and the differential 70 is in transmission connection with the first intermediate shaft 40 and the second intermediate shaft 60 respectively. The drive motor 50 may be an electric motor or a motor generator.

That is, the first intermediate shaft 40 is added between the main shaft 11 and the differential 70, and is in transmission connection with the main shaft 11 through the first intermediate shaft 40, and then the differential 70 is in transmission connection with the first intermediate shaft 40, so that the engine 10 can provide the driving force to the differential 70, and the driving motor shaft 51 can be transmitted with the differential 70 through the second intermediate shaft 60, so that the driving motor 50 can provide the driving force to the differential 70. In addition, the generator shaft 31 is in transmission connection with the main shaft 11, the second intermediate shaft 60 and the first intermediate shaft 40 are arranged at intervals, and the generator 30, the engine 10 and the driving motor 50 are not coaxially arranged, so that the arrangement difficulty can be reduced, and the axial size of the hybrid power system 1 can be reduced.

Therefore, the first intermediate shaft 40 is additionally arranged between the main shaft 11 and the differential mechanism 70, the first intermediate shaft 40 is in transmission connection with the main shaft 11, then the differential mechanism 70 is in transmission connection with the first intermediate shaft 40, and the driving motor shaft 51 can be transmitted with the differential mechanism 70 through the second intermediate shaft 60, so that the situation that the driving power of the driving motor 50 and the driving power of the engine 10 are transmitted to the differential mechanism 70 through the same intermediate shaft can be avoided, the intermediate shaft is large in cycle number, large in bearing load, high in service life requirement, large in size and increased in design difficulty. In addition, the generator 30, the engine 10 and the driving motor 50 are not coaxially arranged, so that the arrangement difficulty can be reduced, and the axial size of the hybrid power system 1 can be reduced.

Alternatively, as shown in fig. 1 and 3, the first intermediate shaft 40 is provided with a first gear 41 and a second gear 42, the diameter of the first gear 41 is larger than that of the second gear 42, the first gear 41 is meshed with the gear 12 on the main shaft 11, and the second gear 42 is meshed with the gear 71 on the differential 70. The diameter of the first gear 41 is set to be larger than that of the second gear 42, the first gear 41 is meshed with the gear 12 on the main shaft 11, the second gear 42 is meshed with the gear 71 on the differential 70, the arrangement is more reasonable, and the gear 12 on the main shaft 11 is in meshed transmission with the first gear 41, then the second gear 42 is in meshed transmission with the gear 71 on the differential 70, so that the engine 10 can better provide driving force for the differential 70, and two-stage speed reduction can be realized between the engine 10 and the differential 70.

As shown in fig. 1 and 3, the second gear 42 is integrally formed on the first intermediate shaft 40, the first intermediate shaft 40 is provided with an external spline 43, and the first gear 41 is provided with an internal spline 44 that engages with the external spline 43. The first intermediate shaft 40 is provided with external splines 43, the first gear 41 is provided with internal splines 44 matched with the external splines 43, the external splines 43 can be in spline fit with the internal splines 44, so that the first gear 41 is fixedly connected to the first intermediate shaft 40 to form an integral structure, and the second gear 42 is also integrally formed on the first intermediate shaft 40, thereby facilitating the assembly of the first intermediate shaft 40 with the engine 10 and the differential 70.

According to an alternative embodiment of the present invention, as shown in fig. 1 and 7, the hybrid system 1 further includes: the first oil pump 80 and the second oil pump 90, the pump impeller 81 of the first oil pump 80 is meshed with the gear 12 on the main shaft 11, and the pump impeller 91 of the second oil pump 90 is meshed with the first gear 41. The pump impeller 81 of the first oil pump 80 is engaged with the gear 12 on the main shaft 11, whereby the first oil pump 80 is driven by the engine 10, the pump impeller 91 of the second oil pump 90 is engaged with the first gear 41, and the second oil pump 90 is driven by the drive motor 50. The first and second oil pumps 80 and 90 may pump oil to the clutch 20 and the driving motor 50, respectively, so that the clutch 20 and the driving motor 50 may be better operated. It should be noted that, when the clutch 20 is in the disconnected state and the driving motor 50 is in operation, the second oil pump 90 may be driven by the driving motor 50, so that it is ensured that the lubricating oil can be continuously supplied to the clutch 20 and the driving motor 50.

Thus, according to the scheme, there are provided: the change of the driving speed ratio of the engine 10 or the driving speed ratio of the driving motor 50 only needs to replace a pair of gears of the first intermediate shaft 40 and the differential 70 or the second intermediate shaft 60 and the differential 70, the number of replaced parts is small, the adjustment of the driving speed ratio of the engine 10 and the driving speed ratio of the driving motor 50 cannot influence each other, the adjustment is easier and more free, and the vehicle type with different vehicle speed requirements can be easily adapted; the gear 12 on the main shaft 11 is separated from the second intermediate shaft 60, and the second intermediate shaft 60 only needs to run when the driving motor 50 drives, so that the cycle number of the second intermediate shaft 60 is reduced, the service life of the second intermediate shaft 60 is prolonged, and the design requirement and difficulty of the second intermediate shaft 60 are reduced; the main shaft 11 and the second intermediate shaft 60 are not restricted by meshing, so that the structural arrangement is more free, the arrangement range of the positions of the generator 30 and the driving motor 50 is large, and the arrangement is convenient according to the space requirements of different vehicle types.

Alternatively, as shown in fig. 4, the first intermediate shaft 40 is an idler shaft, and an idler gear 45 of the idler shaft is engaged between the gear 12 on the main shaft 11 and the gear 71 on the differential 70. The first intermediate shaft 40 is provided as an idler shaft, and only one gear idler gear 45 is arranged on the idler shaft, and the idler gear 45 is meshed between the gear 12 on the main shaft 11 and the gear 71 on the differential gear 70, so that the arrangement is simpler and more convenient, the structure of the idler shaft is simpler, and the cost can be reduced.

Of course, as shown in fig. 4 and 7, the hybrid system 1 further includes: the first oil pump 80 and the second oil pump 90, the pump impeller 81 of the first oil pump 80 meshes with the gear 12 on the main shaft 11, the pump impeller 91 of the second oil pump 90 meshes with the idle gear 45, and the second oil pump 90 is driven by the driving motor 50. The first oil pump 80 and the second oil pump 90 can pump oil to the clutch 20 and the driving motor 50, respectively, by the pump 81 of the first oil pump 80 being engaged with the gear 12 on the main shaft 11 and the pump 91 of the second oil pump 90 being engaged with the idle gear 45, so that the clutch 20 and the driving motor 50 can be operated better. It should be noted that, when the clutch 20 is in the disconnected state and the driving motor 50 is in operation, the second oil pump 90 may be driven by the driving motor 50, so that it is ensured that the lubricating oil can be continuously supplied to the clutch 20 and the driving motor 50.

Thus, according to the scheme, there are provided: the first intermediate shaft 40 only has one gear, so that the structure is simpler, and the cost can be reduced; the gear 12 on the main shaft 11 is separated from the second intermediate shaft 60, and the second intermediate shaft 60 only needs to run when the driving motor 50 drives, so that the cycle number of the second intermediate shaft 60 is reduced, the service life of the second intermediate shaft 60 is prolonged, and the design requirement and difficulty of the second intermediate shaft 60 are reduced; the main shaft 11 and the second intermediate shaft 60 are not restricted by meshing, so that the structural arrangement is more free, the arrangement range of the positions of the generator 30 and the driving motor 50 is large, and the arrangement is convenient according to the space requirements of different vehicle types.

Alternatively, as shown in fig. 1 and 4, a third gear 61 and a fourth gear 62 are arranged on the second intermediate shaft 60, the diameter of the third gear 61 is larger than that of the fourth gear 62, the third gear 61 is meshed with the gear 52 on the driving motor shaft 51, and the fourth gear 62 is meshed with the gear 71 on the differential 70. The diameter of the third gear 61 is set to be larger than that of the fourth gear 62, the third gear 61 is meshed with the gear 52 on the driving motor shaft 51, the fourth gear 62 is meshed with the gear 71 on the differential 70, the arrangement is more reasonable, and the gear 52 on the driving motor shaft 51 is in meshed transmission with the third gear 61, and then the fourth gear 62 is in meshed transmission with the gear 71 on the differential 70, so that the motor 50 can better provide the driving force for the differential 70.

According to an alternative embodiment of the present invention, as shown in fig. 1 and 4, the axis of the main shaft 11, the axis of the generator shaft 31, and the axis of the drive motor shaft 51 are arranged in parallel. The axis of the main shaft 11, the axis of the generator shaft 31 and the axis of the driving motor shaft 51 are arranged in parallel, so that the arrangement of the generator 30, the engine 10 and the driving motor 50 is more reasonable, the generator 30, the engine 10 and the driving motor 50 are not coaxially arranged, the arrangement difficulty can be reduced, and the axial size of the hybrid power system 1 is reduced.

Of course, as shown in fig. 8 to 14, the hybrid system 1 further includes: the power battery 100 and the inverter 110, the generator 30 is electrically connected to the inverter 110, and the inverter 110 is also electrically connected to the power battery 100 and the driving motor 50. The inverter 110 is a converter capable of converting direct current electric energy into constant frequency, constant voltage or frequency and voltage regulation alternating current, the generator 30 is electrically connected with the inverter 110, the power battery 100 and the driving motor 50, the inverter 110 mainly serves as an intermediate conversion function, and the power battery 100 can provide electric energy or store electric energy.

It should be noted that, according to the present invention, the hybrid system 1 can realize the following driving modes:

pure electric mode: under the working conditions of starting and medium and low speed of the vehicle 2, the advantages of large torque, high efficiency and low noise of the driving motor 50 are fully exerted. As shown in fig. 8, the driving motor 50 is supplied with power from the power battery 100 alone and is driven by the driving motor 50.

Series mode: the engine 10 is operated in the optimal economic region, the generated power is not lower than the driving power, and the electric quantity balance is maintained. As shown in fig. 9, when the generator 30 supplies insufficient power to the driving motor 50, the power battery 100 supplements the driving motor 50 with electric energy at the same time, and the driving motor 50 drives the generator; as shown in fig. 10, when the generator 30 supplies sufficient power to the driving motor 50, the power battery 100 is driven by the driving motor 50 without supplementing power to the driving motor 50, and the extra power generated by the generator 30 charges the power battery 100.

Parallel mode: during high-speed cruising, the clutch 20 is combined, the engine 10 works in the optimal economic region, the vehicle 2 has the highest speed per hour, and under the condition of emergent acceleration, the oil power source and the electric power source can jointly drive the wheels so as to make up for the power shortage of a single power source. As shown in fig. 11, the engine 10 is combined with the clutch 20, and driven by the engine 10 alone; as shown in fig. 12, the engine 10 is coupled to the clutch 20, and the power battery 100 supplies electric power to the driving motor 50, and is driven by the engine 10 and the driving motor 50; as shown in fig. 13, the engine 10 is combined with the clutch 20, the power battery 100 provides a part of electric energy for the driving motor 50 and provides a part of electric energy for the generator 30, and the generator 30 provides electric energy for the engine 10, so as to form a three-power drive by the engine 10, the driving motor 50 and the generator 30; as shown in fig. 14, when the vehicle 2 is driven by the engine 10 alone, the differential 70 may store electric energy in the power battery 100 in reverse through the driving motor 50 and the inverter 110 when the vehicle 2 is braked.

The subdivision mode of operation is shown in table 1 below:

TABLE 1

Serial number	Mode of operation	Feature(s)
			1	Pure electric drive	Drive motor drive
2	Pure electric feedback	Drive motor feedback
			3	Series drive 1	The power of the series power generation is less than the power of the driving motor
4	Series drive 2	The power generated by the series connection is larger than the power of the driving motor
			5	Series feedback	Drive motor feedback
6	Parallel drive-engine single drive	The engine is driven independently, and the driving motor and the generator do not work
			7	Parallel drive-two power drive	Engine drive, drive motor auxiliary drive
8	Parallel drive-three power drive	A rapid acceleration mode, and three power drives of a driving motor, a generator and an engine
			9	Parallel drive-engine single drive + power generation	The engine drives and drives the motor to generate power
10	Parallel feedback	Drive motor feedback

In the HEV (Hybrid Electric Vehicle) mode, the conventional driving condition is designed by referring to the Vehicle speed, the accelerator, and the SOC factors, as shown in the following tables 2 and 3:

TABLE 2

TABLE 3

Throttle definition	High by more than 80 percent	30 to 80 percent of	＜30％
				SOC definition	High by more than 80 percent	30 to 80 percent of	＜30％
Definition of vehicle speed	The height is more than 70km/h	30-70km/h	＜30km/h

In addition, according to the utility model discloses a hybrid system 1, the tactics when dealing with the dynamic property of accelerating suddenly: upon recognition of a sudden acceleration, the engine 10 is quickly started; the speed of the driving motor 50 is started to be regulated in advance, and the clutch 20 is requested to be combined in advance (the characteristics of the whole vehicle need to be referred to); the clutch 20 appropriately relaxes the combination judgment condition to accelerate the combination speed; combining the simultaneous output of the driving motor 50, the generator 30 and the engine 10 after completion, referring to the transmission characteristic of the clutch 20, distributing the torques of the engine 10 and the generator 30; generator 30 and engine 10 torque, fast loading.

In addition, as shown in fig. 15, the hybrid system 1 further includes: a case 120, the case including: first box 121, second box 122 and end cover 123, first box 121 and end cover 123 set up respectively in the both sides of second box 122, and main shaft 11, generator shaft 31, driving motor shaft 51, first jackshaft 40, second jackshaft 60 and differential 70 all set up between first box 121 and second box 122, and driving motor 50 includes: a drive assembly including a drive stator and a drive rotor, the generator 30 comprising: the power generation assembly comprises a power generation stator and a power generation rotor, the driving assembly and the power generation assembly are both arranged between the second box body 122 and the end cover 123, the controller 124 is arranged on the second box body 122, and the controller 124 is electrically connected with the driving motor 50 and the power generator 30 respectively so as to control the working states of the driving motor 50 and the power generator 30.

The first box 121 and the end cover 123 are respectively arranged on two sides of the second box 122, the main shaft 11, the generator shaft 31, the driving motor shaft 51, the first intermediate shaft 40, the second intermediate shaft 60 and the differential mechanism 70 are respectively arranged between the first box 121 and the second box 122, and the driving assembly and the power generation assembly are respectively arranged between the second box 122 and the end cover 123, so that the rotating shafts, the driving assembly and the power generation assembly can be better protected and prevented from being damaged, the interference of the external environment can also be avoided, the hybrid power system can better operate, and the integration level of the hybrid power system 1 can be improved. The driving assembly comprises a driving stator and a driving rotor, the driving stator is arranged on the driving motor shaft 51, the driving rotor is sleeved on the driving stator or sleeved on the driving rotor, and therefore the driving assembly plays a driving role, and the power generation assembly plays a power generation role through the power generation stator and the power generation rotor. In addition, a controller 124 is disposed above the second casing 122, and the controller 124 is electrically connected to the driving motor 50 and the generator 30, respectively, so that the operating states of the driving motor 50 and the generator 30 can be controlled.

Optionally, the generator shaft 31 and/or the drive motor shaft 51 comprise therein: the first shaft body 310 and the second shaft body 311, the axial one end of first shaft body 310 is first cooperation end 3100, first cooperation end 3100 includes: a first mating portion 3101 and a first key connecting portion, one axial end of the second shaft body 311 is a second mating end 3110, the second mating end 3110 includes: a second fitting portion 3111 and a second key connecting portion, the second fitting portion 3111 and the first fitting portion 3101 are aligned and fitted, and the second key connecting portion and the first key connecting portion are aligned and fitted; a plurality of bearings are correspondingly arranged on the generator shaft 31 and/or the driving motor shaft 51, and comprise: a first bearing 312, a second bearing 313 and a third bearing 314, the first bearing 312 is disposed at the other axial end of the first shaft body 310, the second bearing 313 is disposed at the other axial end of the second shaft body 311, and the third bearing 314 is disposed at the second mating end 3110, such that the third bearing 314 is shared by the one axial end of the first shaft body 310 and the one axial end of the second shaft body 311.

As shown in fig. 17, the generator shaft 31 and/or the drive motor shaft 51 includes: the first shaft body 310, the second shaft body 311, the first bearing 312, the second bearing 313 and the third bearing 314, one axial end of the first shaft body 310 is a first mating end 3100, one axial end of the second shaft body 311 is a second mating end 3110, and the second mating end 3110 is formed with a shaft hole 3112 for mating, the first mating end 3100 is mated in the shaft hole 3112 of the second mating end 3110, and the first mating end 3100 is in driving connection with the second mating end 3110. That is, the second mating end 3110 of the second shaft 311 is sleeved at the first mating end 3100 of the first shaft 310, so that the first shaft 310 and the second shaft 311 can be fixedly connected to realize the mating transmission of the first shaft 310 and the second shaft 311.

As shown in fig. 17, the first bearing 312 is disposed at the other axial end of the first shaft body 310, the second bearing 313 is disposed at the other axial end of the second shaft body 311, and the third bearing 314 is disposed at the second mating end 3110 such that the one axial end of the first shaft body 310 and the one axial end of the second shaft body 311 share the third bearing 314.

As shown in fig. 17, the first mating end 3100 includes: a first mating portion 3101 and a first key connecting portion, the first mating portion 3101 and the first key connecting portion being arranged axially in sequence, and the second mating end 3110 comprising: second cooperation portion 3111 and second key connecting portion, second cooperation portion 3111 is located the axial outside of second key connecting portion, and second cooperation portion 3111 and first cooperation portion 3101 counterpoint cooperation, second key connecting portion and first key connecting portion counterpoint cooperation. Through set up first key connecting portion on first cooperation end 3100, set up second key connecting portion on second cooperation end 3110, when second axle body 311 overlaps and is established on first axle body 310, first key connecting portion and the cooperation of second key connecting portion can realize first axle body 310 and the cooperation transmission of second axle body 311. In addition, the first mating end 3100 is provided with a first mating portion 3101, the second mating end 3110 is provided with a second mating portion 3111, and the first mating portion 3101 and the second mating portion 3111 can also be mated with each other to realize the mating transmission of the first shaft body 310 and the second shaft body 311.

That is, the second shaft body 311 is provided with the second bearing 313 and the third bearing 314, and the first bearing 312 is provided on the first shaft body 310, wherein the third bearing 314 is shared by one axial end of the first shaft body 310 and one axial end of the second shaft body 311, that is, the bearing is not required to be provided at the end of the first shaft body 310 facing the second shaft body 311, so that the number of bearings and the number of parts are reduced, and the spatial arrangement is convenient.

According to the utility model discloses a vehicle 2, including the hybrid system 1 of the above-mentioned embodiment.

In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", and the like, indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for convenience of description and simplicity of description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore, should not be construed as limiting the present invention.

In the description of the present invention, "the first feature" and "the second feature" may include one or more of the features. In the description of the present invention, "a plurality" means two or more. In the description of the present invention, the first feature "on" or "under" the second feature may include the first and second features being in direct contact, and may also include the first and second features being in contact with each other not directly but through another feature therebetween. In the description of the invention, the first feature being "on", "above" and "above" the second feature includes the first feature being directly above and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples" or the like mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example.

While embodiments of the present invention have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A hybrid powertrain system, comprising:

the engine is connected with the main shaft;

a clutch disposed on the main shaft;

a generator including a generator shaft drivingly connected with the main shaft and synchronously rotating with the engine;

the first intermediate shaft is in transmission connection with the main shaft;

a drive motor for at least outputting power, the drive motor including a drive motor shaft;

the second intermediate shaft is in transmission with the driving motor shaft and is arranged in parallel with the first intermediate shaft at intervals;

and the differential is in transmission connection with the first intermediate shaft and the second intermediate shaft respectively.

2. The hybrid powertrain system of claim 1, wherein the first countershaft has disposed thereon a first gear that meshes with a gear on the main shaft and a second gear that meshes with a gear on the differential.

3. The hybrid system of claim 2, wherein the second gear is integrally formed on the first countershaft, the first countershaft having external splines disposed thereon, the first gear having internal splines that mate with the external splines.

4. The hybrid system of claim 2, further comprising: first oil pump and second oil pump, the pump impeller of first oil pump with gear engagement on the main shaft, first oil pump receives engine drive, the pump impeller of second oil pump with first gear engagement, the second oil pump receives driving motor drives.

5. The hybrid powertrain system of claim 1, wherein the first countershaft is an idler shaft having an idler gear engaged between a gear on the main shaft and a gear on the differential.

6. The hybrid system of claim 5, further comprising: the pump impeller of the first oil pump is meshed with the gear on the main shaft, the pump impeller of the second oil pump is meshed with the idler, and the second oil pump is driven by the driving motor.

7. The hybrid system of claim 1, wherein the second countershaft has disposed thereon a third gear and a fourth gear, the third gear having a diameter greater than a diameter of the fourth gear, the third gear meshing with a gear on the drive motor shaft and the fourth gear meshing with a gear on the differential.

8. The hybrid system of claim 1, further comprising: the generator is electrically connected with the inverter, and the inverter is also electrically connected with the power battery and the driving motor.

9. The hybrid system of claim 1, further comprising:

a case, the case comprising: the first box and the end covers are respectively arranged on two sides of the second box, the main shaft, the generator shaft, the driving motor shaft, the first intermediate shaft, the second intermediate shaft and the differential are all arranged between the first box and the second box, and the driving motor comprises: a drive assembly including a drive stator and a drive rotor, the generator comprising: the power generation assembly comprises a power generation stator and a power generation rotor, and the driving assembly and the power generation assembly are arranged between the second box body and the end cover;

and the controller is arranged on the second box body and is respectively electrically connected with the driving motor and the generator so as to control the working states of the driving motor and the generator.

10. The hybrid powertrain system of claim 1, wherein the generator shaft and/or the drive motor shaft includes therein:

the axial one end of first axis body is first cooperation end, first cooperation end includes: a first mating portion and a first key connecting portion;

the second axle body, the axial one end of second axle body is the second cooperation end, the second cooperation end includes: the second matching part is in contraposition fit with the first matching part, and the second key connecting part is in contraposition fit with the first key connecting part;

a plurality of bearings are correspondingly arranged on the generator shaft and/or the driving motor shaft, and the plurality of bearings comprise:

the first bearing is arranged at the other axial end of the first shaft body;

the second bearing is arranged at the other axial end of the second shaft body;

a third bearing disposed at the second mating end such that an axial end of the first shaft body and an axial end of the second shaft body share the third bearing.

11. A vehicle characterized by comprising the hybrid system of any one of claims 1-10.