CN215284350U

CN215284350U - Hybrid power system and commercial vehicle

Info

Publication number: CN215284350U
Application number: CN202121147430.8U
Authority: CN
Inventors: 袁景敏; 田朋波
Original assignee: Jiaxing Shite Vehicle Intelligent Technology Co ltd
Current assignee: Jiaxing Shite Vehicle Intelligent Technology Co ltd
Priority date: 2021-05-26
Filing date: 2021-05-26
Publication date: 2021-12-24
Anticipated expiration: 2031-05-26

Abstract

The utility model relates to a hybrid power system technical field specifically discloses a hybrid power system and commercial car, and this hybrid power system includes engine, motor, clutch, derailleur, power supply subassembly and transaxle, and the engine passes through the clutch to be connected with the input shaft transmission of derailleur, and the input shaft of motor is connected with the output shaft transmission of derailleur, and the output shaft and the transaxle transmission of motor are connected, and the power supply subassembly is connected with the motor electricity. The hybrid power system solves the problems that the existing hybrid power system needs to be realized on the basis of structural modification of an automatic gearbox, so that the cost is relatively high, and the occupied mounting space in a vehicle is also relatively large.

Description

Hybrid power system and commercial vehicle

Technical Field

The utility model relates to a hybrid power system technical field especially relates to a hybrid power system and commercial car.

Background

Currently, the automobile industry is undergoing changes of electromotion, intellectualization, networking and sharing, and the changes bring far-reaching influence on the development of new energy automobile industry and the development of wider economic society. The technical route of the hybrid power of one of the commercial vehicle electric routes is mainly parallel hybrid power, extended range hybrid power and series-parallel hybrid power, and the hybrid power structures are realized on the basis of structural modification of the automatic gearbox, so that the cost is relatively high, and the occupied mounting space in the vehicle is relatively large.

SUMMERY OF THE UTILITY MODEL

The utility model aims to provide a: the utility model provides a hybrid power system to current hybrid power system needs to realize on the basis of automatic transmission's structural transformation among the solution correlation technique, and then causes the cost relatively higher, and occupies the interior installation space of car also great problem.

In one aspect, the utility model provides a hybrid power system, this hybrid power system include engine, motor, clutch, derailleur, power supply unit spare and transaxle, the engine passes through the clutch with the input shaft transmission of derailleur is connected, the input shaft of motor with the output shaft transmission of derailleur is connected, the output shaft of motor with the transaxle transmission is connected, the power supply unit spare with the motor electricity is connected.

In a preferred embodiment of the hybrid powertrain, the output shaft of the transmission is drivingly connected to the input shaft of the electric motor via a first transmission shaft.

As a preferable technical solution of the hybrid system, the hybrid system further includes two first universal joint connectors, one end of the first transmission shaft is connected to the output shaft of the transmission through one of the first universal joint connectors, and the other end of the first transmission shaft is connected to the input shaft of the electric motor through the other of the first universal joint connectors.

As a preferable technical solution of the hybrid system, the output shaft of the electric motor is in transmission connection with the drive axle through a second transmission shaft.

As a preferable technical solution of the hybrid power system, the hybrid power system further includes a second universal joint connector, one end of the second transmission shaft is connected to the output shaft of the electric motor through the second universal joint connector, and the other end of the second transmission shaft is connected to the drive axle through the second universal joint connector.

As a preferable technical scheme of the hybrid power system, the drive axle is a rear drive axle.

As a preferred technical solution of the hybrid power system, the power supply assembly includes a battery pack, the electric motor has a function of recovering braking energy, and the electric motor converts the recovered braking energy into electric energy to be stored in the battery pack.

As a preferred solution of the hybrid power system, the power supply assembly includes a battery pack, and the battery pack may be charged through an ac power grid.

As the preferable technical scheme of the hybrid power system, the power supply assembly comprises a battery pack, and the battery pack can be rapidly charged through a charging pile in a direct current mode.

On the other hand, the utility model provides a commercial car, including the hybrid power system in any one of the above-mentioned scheme.

The utility model has the advantages that:

the utility model provides a hybrid power system, this hybrid power system include engine, motor, clutch, derailleur, power supply subassembly and transaxle, and the engine passes through the clutch to be connected with the input shaft transmission of derailleur, and the input shaft of motor is connected with the output shaft transmission of derailleur, and the output shaft and the transaxle transmission of motor are connected, and the power supply subassembly is connected with the motor electricity. The hybrid power system can be applied to the hybrid power system without modifying and upgrading the transmission, and can realize multiple working modes such as motor-assisted starting, motor-assisted driving, engine-independent driving, motor braking energy recovery and the like by controlling the clutch, the gearbox, the engine and the motor, so that the device solves the problems that the current hybrid power system needs to be realized on the basis of structural modification of an automatic gearbox, the cost is relatively high, and the occupied mounting space in a vehicle is also relatively large.

Drawings

Fig. 1 is a schematic structural diagram of a hybrid power system according to an embodiment of the present invention.

In the figure:

1. an engine; 2. an electric motor; 3. a clutch; 4. a transmission; 5. a power supply assembly; 6. a drive axle; 7. a first drive shaft; 8. a first gimbal connector; 9. a second drive shaft; 10. a second gimbal connector.

Detailed Description

The technical solution of the present invention will be described clearly and completely with reference to the accompanying drawings, and obviously, the described embodiments are some, but not all embodiments of the present invention. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative work belong to the protection scope of the present invention.

In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", and the like indicate orientations or positional relationships based on the orientations or positional relationships 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 and operated in a specific orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance. Where the terms "first position" and "second position" are two different positions, and where a first feature is "over", "above" and "on" a second feature, it is intended that the first feature is directly over and obliquely above the second feature, or simply means that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.

In the description of the present invention, it is to be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are exemplary only for the purpose of explaining the present invention, and should not be construed as limiting the present invention.

As shown in fig. 1, the present embodiment provides a hybrid system, which includes an engine 1, an electric motor 2, a clutch 3, a transmission 4, a power supply assembly 5 and a drive axle 6, wherein the engine 1 is in transmission connection with an input shaft of the transmission 4 through the clutch 3, an input shaft of the electric motor 2 is in transmission connection with an output shaft of the transmission 4, an output shaft of the electric motor 2 is in transmission connection with the drive axle 6, and the power supply assembly 5 is electrically connected with the electric motor 2. The hybrid power system can be applied to the hybrid power system without modifying and upgrading the transmission 4, and various working modes such as motor auxiliary starting, motor auxiliary driving, engine 1 independent driving, motor braking energy recovery and the like can be realized by controlling the clutch 3, the gearbox, the engine 1 and the motor 2, so that the device solves the problems that the conventional hybrid power system needs to be realized on the basis of structural modification of an automatic gearbox, the cost is relatively high, and the occupied mounting space in a vehicle is relatively large.

Alternatively, the output shaft of the transmission 4 is drivingly connected to the input shaft of the electric motor 2 via a first transmission shaft 7. In this embodiment, the output shaft of the transmission 4 is in transmission connection with the input shaft of the motor 2 through the first transmission shaft 7, and the output shaft is connected through the first transmission shaft 7, so that the power transmission device between the transmission 4 and the motor has a simple structure, low manufacturing cost and stable operation.

Preferably, the hybrid system further includes two first universal joint connectors 8, one end of the first transmission shaft 7 is connected with the output shaft of the transmission 4 through one first universal joint connector 8, and the other end of the first transmission shaft 7 is connected with the input shaft of the motor 2 through the other first universal joint connector 8. In the present embodiment, since the output shaft of the transmission 4 or the input shaft of the motor 2 is not aligned with the transmission shaft during the connection process, when the transmission shaft is operated, there is a phenomenon such as vibration, which affects not only the transmission efficiency of the power but also the overall texture of the vehicle, and thus, the problem of vibration, swing, etc. of the first transmission shaft 7 during the operation can be solved by additionally installing the first universal joint connector 8.

Alternatively, the output shaft of the electric motor 2 is in driving connection with the drive axle 6 via a second transmission shaft 9. In this embodiment, the second transmission shaft 9 is connected to the transmission 4, so that the power transmission device between the transmission and the motor has a simple structure, low cost and stable operation.

Preferably, the hybrid system further includes a second universal joint connector 10, one end of the second transmission shaft 9 is connected to the output shaft of the electric motor 2 through the second universal joint connector 10, and the other end of the second transmission shaft 9 is connected to the transaxle 6 through the second universal joint connector 10. In this embodiment, since the relative distance between the transaxle 6 and the vehicle body is not fixed, the angle between the transaxle 6 and the second propeller shaft 9 is constantly changed during traveling, and the transaxle 6 and the second propeller shaft 9 are connected by the second universal joint connector 10.

Preferably, the drive axle 6 is a drive rear axle.

Optionally, the power supply assembly includes a battery pack, the electric motor has a function of recovering braking energy, and the electric motor converts the recovered braking energy into electric energy to be stored in the battery pack. In this embodiment, the motor 2 is an integrated motor for driving and recovering braking energy. In the hybrid power system, the electric motor 2 has both a power output function and a braking energy recovery function, and in this embodiment, the power supply system further includes a motor controller, when the electric vehicle decelerates, the wheels drive the electric motor 2 to rotate, the electric motor 2 becomes an ac generator to generate ac power, and the ac power is rectified into dc power by the motor controller to charge the battery pack.

In other embodiments, the power supply assembly 5 optionally includes a battery pack, which can be charged through an ac power grid, and the battery pack can also be rapidly charged through a charging pile.

It is obvious that the above embodiments of the present invention are only examples for clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention. Other variations and modifications will be apparent to persons skilled in the art in light of the above description. And are neither required nor exhaustive of all embodiments. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present invention should be included in the protection scope of the claims of the present invention.

Claims

1. A hybrid power system is characterized by comprising an engine (1), a motor (2), a clutch (3), a transmission (4), a power supply assembly (5) and a drive axle (6), wherein the engine (1) is in transmission connection with an input shaft of the transmission (4) through the clutch (3), the input shaft of the motor (2) is in transmission connection with an output shaft of the transmission (4), the output shaft of the motor (2) is in transmission connection with the drive axle (6), and the power supply assembly (5) is electrically connected with the motor (2).

2. Hybrid powertrain system according to claim 1, characterized in that the output shaft of the transmission (4) is in driving connection with the input shaft of the electric motor (2) via a first transmission shaft (7).

3. A hybrid system according to claim 2, further comprising two first universal joint connectors (8), wherein one end of the first transmission shaft (7) is connected to the output shaft of the transmission (4) through one of the first universal joint connectors (8), and the other end of the first transmission shaft (7) is connected to the input shaft of the electric motor (2) through the other of the first universal joint connectors (8).

4. Hybrid system according to claim 2, characterized in that the output shaft of the electric motor (2) is in driving connection with the drive axle (6) via a second drive shaft (9).

5. Hybrid system according to claim 4, characterized in that it further comprises two second universal joint connectors (10), one end of said second transmission shaft (9) being connected to the output shaft of said electric motor (2) through one of said second universal joint connectors (10), the other end of said second transmission shaft (9) being connected to said drive axle (6) through the other of said second universal joint connectors (10).

6. Hybrid system according to any of claims 1-5, characterized in that the drive axle (6) is a rear drive axle.

7. A hybrid system according to any one of claims 1 to 5, characterized in that the power supply assembly (5) comprises a battery pack, the electric motor (2) has a function of recovering braking energy, and the electric motor (2) converts the recovered braking energy into electric energy to be stored in the battery pack.

8. A hybrid system according to any one of claims 1-5, characterized in that the power supply assembly (5) comprises a battery pack which can be charged by means of an AC network.

9. A hybrid system according to any one of claims 1 to 5, characterized in that the power supply assembly (5) comprises a battery pack which can be rapidly charged by DC through a charging pile.

10. A commercial vehicle comprising a hybrid system according to any one of claims 1-9.