CN214822575U - Hybrid power system and hybrid electric vehicle - Google Patents
Hybrid power system and hybrid electric vehicle Download PDFInfo
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- CN214822575U CN214822575U CN202120882749.9U CN202120882749U CN214822575U CN 214822575 U CN214822575 U CN 214822575U CN 202120882749 U CN202120882749 U CN 202120882749U CN 214822575 U CN214822575 U CN 214822575U
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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Abstract
The utility model discloses a hybrid power system and hybrid vehicle, wherein, hybrid power system includes engine, generator, driving motor and differential mechanism and output shaft, and the differential mechanism links to each other with the output shaft transmission, and the engine links to each other with the output shaft transmission through the first clutch, second clutch, infinitely variable speed mechanism and the one-way intercommunication portion that arrange in proper order, and the one-way intercommunication portion is set up to limit power and is transmitted to the output shaft one-way by infinitely variable speed mechanism; the engine is in transmission connection with the generator through a first transmission unit arranged between the first clutch and the second clutch; the driving motor is connected with the output shaft in a transmission way through the third transmission unit. Hybrid power system, can realize the drive of system's multi-mode, and less to the impact of engine when the generator electricity generation.
Description
Technical Field
The utility model relates to a hybrid vehicle technical field, in particular to hybrid power system, simultaneously, the utility model discloses still relate to a carry hybrid vehicle who has this hybrid power system.
Background
With the gradual popularization of new energy automobiles in the field of automobiles, the requirements on cost benefit and fuel saving rate are higher and higher. Among them, a hybrid vehicle is an important branch of a new energy vehicle, and is equipped with a fuel engine and a driving motor, and the driving motor is powered by a power battery. Although the existing hybrid power system applied to the hybrid power automobile has a plurality of advantages, the problems of large impact on an engine when a generator generates power, blockage when the engine drive and the hybrid drive are switched, high oil consumption and the like are caused due to design defects. It is important to develop a new hybrid system capable of solving the above problems.
SUMMERY OF THE UTILITY MODEL
In view of this, the utility model aims at providing a hybrid system can realize the drive of multi-mode and many fender position, and is less to the impact of engine when the generator electricity generation, and engine drive is more smooth nature when switching with hybrid drive, and the oil consumption is lower simultaneously.
In order to achieve the above purpose, the technical scheme of the utility model is realized like this:
a hybrid powertrain system comprising an engine, a generator, a drive motor, and a differential and an output shaft, wherein:
the differential is in transmission connection with the output shaft;
the engine is in transmission connection with an output shaft of a one-way communication part through a first clutch, a second clutch, a continuously variable transmission mechanism and the one-way communication part which are sequentially arranged, and the one-way communication part is arranged between the continuously variable transmission mechanism and the output shaft and is used for limiting the unidirectional transmission of power from the continuously variable transmission mechanism to the output shaft;
the engine is in transmission connection with the generator through a first transmission unit arranged between the first clutch and the second clutch;
the driving motor is in transmission connection with the output shaft through a third transmission unit.
Further, a torsional damper is arranged between the engine and the first clutch.
Further, the first transmission unit includes a first transmission gear located between the first clutch and the second clutch, and a generator transmission gear meshed with the first transmission gear.
Furthermore, the output shaft and the differential are in transmission connection through an output gear and a second transmission gear.
Furthermore, the continuously variable transmission mechanism comprises a driving belt wheel connected with the second clutch and a driven belt wheel in transmission connection with the driving belt wheel through a metal belt, a second transmission unit is arranged between the driven belt wheel and the output shaft, and the one-way communication part is arranged between the second transmission unit and the output shaft.
Furthermore, the second transmission unit comprises a belt wheel output driving gear connected with the driven belt wheel and a belt wheel output driven gear meshed with the belt wheel output driving gear, and the one-way communication part is a one-way clutch arranged between the belt wheel output driven gear and the output shaft.
Furthermore, the driven gear of the third unit comprises a first-gear driven gear and a second-gear driven gear which are arranged on the output shaft, and a synchronizer which can be selectively connected with the first-gear driven gear or the second-gear driven gear is arranged on the output shaft;
the driving gear of the third unit includes a first-gear driving gear engaged with the first-gear driven gear, and a second-gear driving gear engaged with the second-gear driven gear.
Compared with the prior art, the utility model discloses following advantage has:
hybrid power system, through engine, generator, driving motor's setting, opening of accessible control engine, generator and driving motor stops, and realizes multi-mode drive.
In addition, compared with the conventional hybrid power system, the impact on the engine when the generator generates electricity can be effectively reduced by arranging the first clutch between the engine and the generator; and through the transmission connection between the engine and the output shaft formed by adopting the stepless speed change mechanism, the smoothness of the engine drive and the hybrid drive switching between the engine and the generator can be improved, and the oil consumption can be reduced, so that the hybrid power system has better practicability.
Furthermore, the utility model discloses still relate to a hybrid vehicle, carry on as above among the hybrid vehicle hybrid system.
Hybrid vehicle beneficial effect that has for prior art the same with above-mentioned hybrid power system, no longer give unnecessary details here.
Drawings
The accompanying drawings, which form a part hereof, are included to provide a further understanding of the invention, and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the invention without undue limitation. In the drawings:
fig. 1 is an architecture diagram of a dual-motor hybrid power system according to an embodiment of the present invention;
fig. 2 is a schematic diagram of a pure electric drive first gear mode according to an embodiment of the present invention;
fig. 3 is a schematic diagram of a pure electric drive two-gear mode according to an embodiment of the present invention;
fig. 4 is a schematic view of a dual-motor pure electric drive mode according to an embodiment of the present invention;
fig. 5 is a schematic diagram of an engine driving mode according to an embodiment of the present invention;
fig. 6 is a schematic diagram of a charging mode according to an embodiment of the present invention;
fig. 7 is a schematic view of a range extending mode according to an embodiment of the present invention;
fig. 8 is a schematic diagram of a first hybrid driving mode according to an embodiment of the present invention;
fig. 9 is a schematic diagram of a second hybrid driving mode according to an embodiment of the present invention;
fig. 10 is a schematic diagram of a third hybrid driving mode according to an embodiment of the present invention;
fig. 11 is a schematic diagram of an energy recovery mode according to an embodiment of the present invention.
Description of reference numerals:
1. an engine; 2. a generator; 3. a generator drive gear; 4. a second clutch; 5. a driving pulley; 6. a belt wheel output driving gear; 7. a first gear driving gear; 8. a second gear driving gear; 9. a drive motor; 10. an output shaft; 11. a differential mechanism; 12. a synchronizer; 13. a one-way clutch; 14. a driven pulley; 15. a steel belt; 16. a first clutch; 17. a torsional damper; 18. a first drive gear; 19. a first-gear driven gear; 20. a second driven gear; 21. an output gear; 22. a second transmission gear; 23. the pulley outputs a driven gear.
Detailed Description
It should be noted that, in the present invention, the embodiments and features of the embodiments may be combined with each other without conflict.
In the description of the present invention, it should be noted that, if terms indicating orientation or positional relationship such as "upper", "lower", "inner", "back", etc. appear, they are based on the orientation or positional relationship shown in the drawings, and are only for convenience of description and simplification of description, but do not indicate or imply that the device or element referred to must have a specific orientation, be constructed in a specific orientation, and be operated, and thus, should not be construed as limiting the present invention. Furthermore, the appearances of the terms first, second, etc. in this specification are not necessarily all referring to the same item, but are instead intended to cover the same item.
The present invention will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.
The present embodiment relates to a hybrid system, as shown in fig. 1, which includes an engine 1, a generator 2, a drive motor 9, and a differential 11 and an output shaft 10. Wherein the differential 11 is in transmission connection with the output shaft 10, and the engine 1 is in transmission connection with the output shaft 10 through a first clutch 16, a second clutch 4, a stepless speed change mechanism and a one-way communication part which are arranged in sequence and are arranged to limit the one-way transmission of power from the stepless speed change mechanism to the output shaft 10.
Furthermore, the engine 1 is in driving connection with the generator 2 via a first transmission unit arranged between the first clutch 16 and the second clutch 4. And the driving motor 9 is in transmission connection with the output shaft 10 through a third transmission unit.
In this embodiment, as a preferred implementation, still referring to fig. 1, the engine 1, the generator 2 and the driving motor 9 are integrated, and the engine 1 and the driving motor 9 share one output shaft 10, so that the number of components can be reduced, the size of the whole system can be reduced, the size of the system can be reduced, and the system can have better compatibility.
As a specific implementation manner, as shown in fig. 1, the driven gear of the third transmission unit specifically includes a first-gear driven gear 19 and a second-gear driven gear 20 that are disposed on the output shaft 10, and a synchronizer 12 that is selectively connected to the first-gear driven gear 19 or the second-gear driven gear 20 is disposed on the output shaft 10. At this time, the first-gear driven gear 19 and the second-gear driven gear 20 are selectively connected to the output shaft 10 by the synchronizer 12 to output power via the output shaft 10.
Accordingly, as shown in fig. 1, the drive gear of the third transmission unit includes a first gear drive gear 7 meshed with the first gear driven gear 19, and a second gear drive gear 8 meshed with the second gear driven gear 20. And the first-stage drive gear 7 and the above-mentioned first-stage driven gear 19 are arranged in one row, and the second-stage drive gear 8 and the above-mentioned second-stage driven gear 20 are arranged in another row. So set up, can make driving motor 9 have two and keep off the output mode, not only can satisfy low-speed dynamic nature, can have higher drive efficiency and NVH performance again simultaneously under the high-speed operating mode.
Here, it is understood that, in addition to the two-speed driven gear on the output shaft 10, a multi-speed driven gear such as three-speed or four-speed may be provided according to design requirements, but this may increase design difficulty and overall size.
In the present embodiment, still referring to fig. 1, in order to realize the transmission connection between the engine 1 and the generator 2, as a preferred embodiment, the first transmission unit includes a first transmission gear 18 located between the first clutch 16 and the second clutch 4, and a generator transmission gear 3 meshed with the first transmission gear 18. As shown in fig. 1, by providing the first clutch 16 between the engine 1 and the generator 2, the impact on the engine 1 during power generation can be effectively reduced, and the reliability of the shafting and the NVH performance can be improved. In addition, a torsional damper 17 is provided between the engine 1 and the first clutch 16 to improve the power transmission effect.
As shown in fig. 1, the continuously variable transmission mechanism of the present embodiment includes a driving pulley 5 connected to the second clutch 4, and a driven pulley 14 drivingly connected to the driving pulley 5 through a metal belt. The metal strip may be a steel strip 15. Further, in order to adjust the speed ratio, a second transmission unit is disposed between the driven pulley 14 and the output shaft 10, and the one-way communication portion is provided between the second transmission unit and the output shaft 10.
As a possible embodiment, the second transmission unit of the present embodiment includes a pulley output driving gear 6 connected to the driven pulley 14, and a pulley output driven gear 23 in meshing connection with the pulley output driving gear 6. And the one-way communication is embodied as a one-way clutch 13 provided between the pulley output driven gear 23 and said output shaft 10.
Here, it should be noted that, instead of providing the one-way clutch 13 between the pulley output driven gear 23 and the output shaft 10, the one-way clutch 13 may be provided between the driven pulley 14 and the pulley output driving gear 6.
At this time, the one-way clutch 13 restricts the power from being transmitted from the continuously variable transmission mechanism to the output shaft 10 in one direction, and the energy recovery mode described below is entered. So, when driving motor 9 drives alone, one-way clutch 13 idle running does not drive band pulley output driven gear 23 and rotates, can avoid unnecessary gear and band pulley operation to cause drag loss, also can avoid causing unnecessary wearing and tearing to steel band 15 simultaneously, and can effectively protect steel band 15.
It is understood that the one-way communication portion may adopt other structures capable of realizing one-way power transmission instead of the one-way clutch 13.
In this embodiment, in order to improve the driving effect, the output gear 22 is provided on the output shaft 10, and the second transmission gear 21 is provided on the differential 11, and the differential 11 and the output shaft 10 specifically realize power transmission therebetween via the output gear 22 and the second transmission gear 21.
Based on the above overall description, the hybrid system of the embodiment can realize switching between different driving modes. The driving mode comprises a pure electric driving mode, a double-motor pure electric driving mode, an engine driving mode, a charging mode, a range extending mode, a hybrid driving mode and an energy recovery mode.
The driving mode of the hybrid system and the corresponding driving control method are described in detail below with reference to the drawings, wherein the dashed line with an arrow in each drawing represents a power transmission path in the corresponding mode, and specifically, the driving mode includes:
(1) pure electric drive one-gear mode
At this time, as shown in fig. 2, in the first gear of the pure electric drive, the driving motor 9 is controlled to be powered on, and the first clutch 16 and the second clutch 4 are disconnected, and the synchronizer 12 is engaged with the first gear driven gear 19. The power is transmitted to the output shaft 10 by the driving motor 9 through the first gear driving gear 7, the output shaft 10 transmits the power to the differential 11 through the output gear 22 and the second transmission gear 21, the differential 11 is connected with a driving shaft, and finally the power is transmitted to the wheels.
(2) Pure electric drive two-gear mode
At this time, as shown in fig. 3, the driving motor 9 is controlled to be powered on, and the first clutch 16 and the second clutch 4 are disengaged, and the synchronizer 12 is engaged with the secondary driven gear 20. The power is transmitted to the output shaft 10 by the driving motor 9 through the second gear driving gear 8, the output shaft 10 transmits the power to the differential 11 through the output gear 22 and the second transmission gear 21, the differential 1118 is connected with the driving shaft, and finally the power is transmitted to the wheels.
(3) Dual-motor pure electric drive mode
At this time, as shown in fig. 4, the driving motor 9 is controlled to be powered on, and the synchronizer 12 is meshed with the first-gear driven gear 19 or the second-gear driven gear 20 according to specific requirements; at the same time, the generator 2 is controlled to enter a driving mode, the first clutch 16 is opened, and the second clutch 4 is closed, so that the power output by the generator 2 is transmitted to the output shaft 10 via the driving pulley 5, the steel belt 15, the driven pulley 14, the pulley output driving gear 6 and the pulley output driven gear 23 in sequence, and the power is coupled with the power output by the driving motor 9 on the output shaft 10. The output shaft 10 transmits power to the differential 11 through the output gear 22 and the second transmission gear 21, and the differential 11 is connected with a drive shaft and finally transmits the power to wheels.
(4) Engine drive mode
At this time, as shown in fig. 5, the engine 1 is controlled to start, the first clutch 16 and the second clutch 4 are closed, power is transmitted to the output shaft 10 via the driving pulley 5, the driven pulley 14, the pulley output driving gear 6 and the pulley output driven gear 23, the output shaft 10 transmits power to the differential gear 11 via the output gear 22 and the second transmission gear 21, and the differential gear 11 connects the driving shafts, and finally transmits power to the wheels.
(5) Charging mode
At this time, as shown in fig. 6, the engine 1 is controlled to start, the first clutch 16 is closed, the second clutch 4 is opened, and the engine 1 operates to drive the generator 2 to generate power to charge the power battery.
(6) Extended range mode
At this time, as shown in fig. 7, the engine 1 is controlled to start, the driving motor 9 is powered on, the first clutch 16 is closed, the second clutch 4 is opened, and the engine 1 operates to drive the generator 2 to generate power to supply electric energy for the driving motor 9. The power is transmitted to the output shaft 10 by the driving motor 9 through the first gear driving gear 7 or the second gear driving gear 8, the output shaft 10 transmits the power to the differential mechanism 11 through the output gear 22 and the second transmission gear 21, the differential mechanism 11 is connected with a driving shaft, and finally the power is transmitted to wheels.
(7) First hybrid drive mode
At this time, as shown in fig. 8, the engine 1 is controlled to be started, the generator 2 enters a driving mode, the first clutch 16 and the second clutch 4 are closed, power is transmitted to the output shaft 10 via the driving pulley 5, the steel belt 15, the driven pulley 14, the pulley output driving gear 6 and the pulley output driven gear 23 in sequence, the output shaft 10 transmits power to the differential gear 11 via the output gear 22 and the second transmission gear 21, and the differential gear 11 is connected with a driving shaft and finally transmits power to wheels.
(8) Second hybrid drive mode
At this time, as shown in fig. 9, the engine 1 is controlled to start, the first clutch 16 is closed, the second clutch 4 is opened, and power is transmitted to the output shaft 10 via the driving pulley 5, the steel belt 15, the driven pulley 14, the pulley output driving gear 6, and the pulley output driven gear 23 in this order.
Meanwhile, the driving motor 9 is controlled to be powered on, the power is transmitted to the output shaft 10 through the first-gear driving gear 7 or the second-gear driving gear 8, the power is coupled with the power output by the engine 1 on the output shaft 10, the output shaft 10 transmits the power to the differential mechanism 11 through the output gear 22 and the second transmission gear 21, and the differential mechanism 11 is connected with a driving shaft and finally transmits the power to wheels.
(9) Third hybrid drive mode
At this time, as shown in fig. 10, the engine 1 is controlled to start and the generator 2 is controlled to enter the drive mode, and the first clutch 16 and the second clutch 4 are closed, and the power is transmitted to the output shaft 10 via the driving pulley 5, the steel belt 15, the driven pulley 14, the pulley output driving gear 6, and the pulley output driven gear 23 in this order.
Meanwhile, the driving motor 9 is powered on, the power of the driving motor is transmitted to the output shaft 10 through the first-gear driving gear 7 or the second-gear driving gear 8, the power is coupled with the power output by the engine 1 on the output shaft 10, the output shaft 10 transmits the power to the differential mechanism 11 through the output gear 22 and the second transmission gear 21, and the differential mechanism 11 is connected with a driving shaft and finally transmits the power to wheels.
(10) Energy recovery mode
At this time, as shown in fig. 11, when the vehicle decelerates, the kinetic energy of the wheels is transmitted to the differential 11 through the drive shaft, and the differential 11 is transmitted to the output shaft 10 through the second transmission gear 21. At this time, the one-way clutch 13 idles, the shift position of the synchronizer 12 is selected according to the vehicle speed, and power is transmitted to the drive motor 9 through the first-gear driven gear 19 or the second-gear driven gear 20 to generate power, thereby recovering energy to the power battery.
As can be seen from the above driving gears and driving modes, the hybrid power system of the embodiment can realize multiple driving modes, such as pure electric driving, direct driving of the engine 1, range-extended driving, multiple hybrid driving, energy recovery, idle power generation, and the like, by adopting the above structure. And the engine 1 and the driving motor 9 can adjust the output power through multiple gears, so that the engine 1 can be always kept in a high-efficiency area, and the oil consumption of the whole vehicle can be reduced.
The hybrid power system of the embodiment can have a wider speed ratio range, so that low-speed power can be improved, and the vehicle speed can be higher. Meanwhile, the driving motor 9 or the dual-motor driving can be selected according to the vehicle speed and the load, so that the driving motor 9 always works in a high-efficiency area to provide strong power.
In addition, by arranging the stepless speed change mechanism, the engine 1 can be always kept in a high-efficiency area, and the unpowered interrupted speed change in the driving process can be realized, so that the driving feeling and the driving efficiency can be improved. The working condition point of the engine 1 can be adjusted by controlling the starting and stopping of the driving motor 9 so as to reduce the oil consumption of the whole vehicle, and the driving motor 9 can be separated under the high-speed working condition, so that the driving motor 9 can be protected, and the dragging loss can be reduced.
The present embodiment also relates to a hybrid vehicle in which the hybrid system as described above is mounted.
The hybrid electric vehicle of the embodiment can realize multi-mode and multi-gear driving by carrying the hybrid power system, can reduce oil consumption, and has better practicability.
The above description is only a preferred embodiment of the present invention, and should not be taken as limiting the invention, and any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (8)
1. A hybrid powertrain characterized by: including engine (1), generator (2), driving motor (9) and differential mechanism (11) and output shaft (10), wherein:
the differential (11) is in transmission connection with the output shaft (10);
the engine (1) is in transmission connection with the output shaft (10) through a first clutch (16), a second clutch (4), a stepless speed change mechanism and a one-way communication part which are sequentially arranged, and the one-way communication part is set to limit one-way transmission of power from the stepless speed change mechanism to the output shaft (10);
the engine (1) is in transmission connection with the generator (2) through a first transmission unit arranged between the first clutch (16) and the second clutch (4);
the driving motor (9) is in transmission connection with the output shaft (10) through a third transmission unit.
2. The hybrid system according to claim 1, characterized in that: a torsional damper (17) is arranged between the engine (1) and the first clutch (16).
3. The hybrid system according to claim 1, characterized in that: the first transmission unit comprises a first transmission gear (18) between the first clutch (16) and the second clutch (4), and a generator transmission gear (3) meshed with the first transmission gear (18).
4. The hybrid system according to claim 1, characterized in that: the output shaft (10) and the differential (11) are in transmission connection through an output gear (22) and a second transmission gear (21).
5. The hybrid system according to claim 1, characterized in that: the stepless speed change mechanism comprises a driving belt wheel (5) connected with the second clutch (4) and a driven belt wheel (14) connected with the driving belt wheel (5) in a transmission mode through a metal belt, a second transmission unit is arranged between the driven belt wheel (14) and the output shaft (10), and the one-way communication portion is arranged between the second transmission unit and the output shaft (10).
6. The hybrid system according to claim 5, characterized in that: the second transmission unit comprises a belt wheel output driving gear (6) connected with the driven belt wheel (14) and a belt wheel output driven gear (23) meshed with the belt wheel output driving gear (6), and the one-way communication part is a one-way clutch (13) arranged between the belt wheel output driven gear (23) and the output shaft (10).
7. The hybrid system according to any one of claims 1 to 6, characterized in that: the driven gear of the third transmission unit comprises a first-gear driven gear (19) and a second-gear driven gear (20) which are arranged on the output shaft (10), and a synchronizer (12) which can be selectively connected with the first-gear driven gear (19) or the second-gear driven gear (20) is arranged on the output shaft (10);
the driving gear of the third transmission unit comprises a first gear driving gear (7) meshed with the first gear driven gear (19) and a second gear driving gear (8) meshed with the second gear driven gear (20).
8. A hybrid vehicle, characterized in that: the hybrid vehicle is mounted with the hybrid system according to any one of claims 1 to 7.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202120882749.9U CN214822575U (en) | 2021-04-27 | 2021-04-27 | Hybrid power system and hybrid electric vehicle |
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| CN202120882749.9U CN214822575U (en) | 2021-04-27 | 2021-04-27 | Hybrid power system and hybrid electric vehicle |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114953959A (en) * | 2022-07-29 | 2022-08-30 | 浙江万里扬新能源驱动有限公司杭州分公司 | CVT-based hybrid power system |
| CN115246308A (en) * | 2021-04-27 | 2022-10-28 | 长城汽车股份有限公司 | Hybrid power system, drive control method thereof and hybrid electric vehicle |
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2021
- 2021-04-27 CN CN202120882749.9U patent/CN214822575U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115246308A (en) * | 2021-04-27 | 2022-10-28 | 长城汽车股份有限公司 | Hybrid power system, drive control method thereof and hybrid electric vehicle |
| CN114953959A (en) * | 2022-07-29 | 2022-08-30 | 浙江万里扬新能源驱动有限公司杭州分公司 | CVT-based hybrid power system |
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