CN215360901U - Multi-mode hybrid power driving system - Google Patents
Multi-mode hybrid power driving system Download PDFInfo
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- CN215360901U CN215360901U CN202121077993.4U CN202121077993U CN215360901U CN 215360901 U CN215360901 U CN 215360901U CN 202121077993 U CN202121077993 U CN 202121077993U CN 215360901 U CN215360901 U CN 215360901U
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Abstract
A multi-mode hybrid power driving system is characterized in that an input shaft is connected with a crankshaft output end of an engine through a clutch, the crankshaft output end of the engine is fixedly connected with the circumferential direction of an outer hub of the clutch, a driving friction disc of the clutch is fixedly connected with the outer hub, the input shaft penetrates through a hollow shaft and is fixedly connected with a driven friction disc of the clutch, and the hollow shaft is fixedly connected with the clutch and is positioned on the same axial lead with the input shaft; a motor driving gear is circumferentially fixed on a motor shaft of the second motor, a motor driven gear is circumferentially fixed on the hollow shaft, and the motor driving gear is meshed with the motor driven gear; the input shaft and the intermediate shaft are respectively connected through a first gear pair of the engine and a second gear pair of the engine, a first synchronizer for gear shifting is arranged between the first gear pair of the engine and the second gear pair of the engine, and a first transmission gear is circumferentially fixed on the intermediate shaft and is meshed with a reduction gear of a differential; a motor transmission gear fixed in the circumferential direction on a motor shaft of the first motor is meshed with a secondary driving gear of the motor.
Description
Technical Field
The utility model relates to the field of hybrid electric vehicles, in particular to a multi-mode hybrid power driving system.
Background
The traditional fuel oil automobile usually uses petroleum as an energy source, and with the shortage of resources and environmental pollution caused by automobile exhaust emission, the national restriction on automobile exhaust emission is more and more strict, so that the research and development directions of many automobile manufacturers gradually tend to new energy automobiles with low emission and low oil consumption. However, a pure electric vehicle in the new energy vehicle has the problems that the cost of the whole vehicle is high, the charging time is long, the battery life is unstable, and the like, which are difficult to solve in a short period, and a hybrid electric vehicle is also taken as a new energy vehicle, has the advantages of a traditional fuel vehicle and a pure electric vehicle, has multiple efficient driving modes, can be driven by an engine and a first motor simultaneously, and can also be driven by the engine or the first motor independently.
At present, a hybrid electric vehicle usually adopts an engine and a motor to provide driving force, five or more gears are provided, gear redundancy is easily caused, the cost is high, the whole vehicle is difficult to arrange, and the popularization limitation is large.
Disclosure of Invention
The utility model aims to provide a multi-mode hybrid power driving system aiming at the corresponding defects of the prior art, wherein a first motor and a second motor can be arranged outside a box body of the hybrid power driving system, the multi-mode hybrid power driving system is simple in structure, small in size, low in manufacturing cost and good in heat dissipation effect, can be suitable for more vehicle types, can solve the problem of power interruption in the gear shifting process of a vehicle and ensure that the power cannot be interrupted, can also carry out power assistance through the first motor in the acceleration process of the vehicle and start an engine during traveling, and has good power performance and driving performance and better adaptability so as to improve the fuel economy and reduce the emission.
The purpose of the utility model is realized by adopting the following scheme: a multi-mode hybrid power driving system comprises a driving system box body, an engine, a first motor, a differential mechanism, an input shaft, an intermediate shaft, a first transmission shaft and a second transmission shaft, wherein the input shaft, the intermediate shaft, the first transmission shaft and the second transmission shaft are supported in the driving system box body in parallel, one end of the input shaft is connected with the crankshaft output end of the engine through a clutch, the crankshaft output end of the engine is fixedly connected with the circumferential direction of an outer hub of the clutch, a driving friction disc of the clutch is fixedly connected with the outer hub, the input shaft penetrates through a hollow shaft and is fixedly connected with a driven friction disc of the clutch, and the hollow shaft is fixedly connected with the clutch and is positioned on the same axial lead as the input shaft;
a motor driving gear is circumferentially fixed on a motor shaft of the second motor, a motor driven gear is circumferentially fixed on the hollow shaft, and the motor driving gear is meshed with the motor driven gear;
the input shaft and the intermediate shaft are respectively connected through a first gear pair of the engine and a second gear pair of the engine, a first synchronizer for gear shifting is arranged between the first gear pair of the engine and the second gear pair of the engine, and a first transmission gear is circumferentially fixed on the intermediate shaft and is meshed with a reduction gear of a differential;
a first-gear driving gear of the motor and a second-gear driving gear of the motor are fixedly arranged on the first transmission shaft, a first-gear driven gear of the motor and a second-gear driven gear of the motor are respectively arranged on the second transmission shaft in a free sleeve mode, a second synchronizer for gear shifting is arranged between the first-gear driven gear of the motor and the second-gear driven gear of the motor, the first-gear driven gear of the motor is meshed with the first-gear driving gear of the motor, the second-gear driven gear of the motor is meshed with the second-gear driving gear of the motor, and a second transmission gear which is circumferentially fixed on the second transmission shaft is meshed with a reduction gear of a differential mechanism;
and a motor transmission gear circumferentially fixed on a motor shaft of the first motor is meshed with a secondary driving gear of the motor.
Preferably, the input shaft is respectively provided with an engine first gear driving gear of an engine first gear pair and an engine second gear driving gear of an engine second gear pair in an empty sleeve mode, and a first synchronizer is arranged between the engine first gear driving gear and the engine second gear driving gear.
Preferably, an engine first-gear driven gear of the engine first-gear pair and an engine second-gear driven gear of the engine second-gear pair are respectively arranged on the intermediate shaft in an empty sleeve mode, and a first synchronizer is arranged between the engine first-gear driven gear and the engine second-gear driven gear.
The utility model has the following beneficial effects: an input shaft, an intermediate shaft, a first transmission shaft and a second transmission shaft are supported in the driving system box in parallel, one end of the input shaft is connected with the crankshaft output end of an engine through a clutch, the crankshaft output end of the engine is fixedly connected with the peripheral direction of an outer hub of the clutch, a driving friction disc of the clutch is fixedly connected with the outer hub, the input shaft penetrates through a hollow shaft and is fixedly connected with a driven friction disc of the clutch, the hollow shaft is fixedly connected with the clutch, and the input shaft are positioned on the same axial lead;
a motor driving gear is circumferentially fixed on a motor shaft of the second motor, a motor driven gear is circumferentially fixed on the hollow shaft, and the motor driving gear is meshed with the motor driven gear; no matter whether the clutch is engaged or not, the second motor can realize the power generation function in the running process of the engine, and the energy recovery efficiency is improved.
The transmission device is characterized in that the input shaft and the intermediate shaft are connected through a first-gear pair of the engine and a second-gear pair of the engine respectively, a first synchronizer for gear shifting is arranged between the first-gear pair of the engine and the second-gear pair of the engine, the first transmission gear is circumferentially fixed on the intermediate shaft and meshed with a reduction gear of the differential mechanism, the power output by the differential mechanism can improve the phenomenon of torque interruption during gear shifting, and driving comfort is improved.
The fixed first driving gear that keeps off of motor, motor two keep off the driving gear that sets up in the first transmission shaft, the free sleeve sets up the first driven gear that keeps off of motor, motor two keep off driven gear on the second transmission shaft respectively, the first driven gear that keeps off of motor, motor two keep off and set up the second synchronizer that is used for shifting between the driven gear, the first driven gear that keeps off of motor keeps off the driving gear meshing with motor one, and the motor keeps off driven gear and motor two keep off the driving gear meshing, the fixed second drive gear of circumference and differential mechanism's reduction gear meshing on the second transmission shaft, the phenomenon that appears moment of torsion interrupt when the power of differential mechanism output can improve to shift improves and drives the travelling comfort.
And a motor transmission gear which is circumferentially fixed on a motor shaft of the first motor is meshed with a two-gear driving gear of the motor, and the reverse gear function is realized through the reverse rotation of the motor shaft of the first motor.
Preferably, the input shaft is respectively provided with a first-gear driving gear of an engine of a first-gear pair and a second-gear driving gear of an engine of a second-gear pair in an empty sleeve manner, a first synchronizer is arranged between the first-gear driving gear of the engine and the second-gear driving gear of the engine, the engine is switched between a first gear and a second gear through the first synchronizer, and a first-gear driven gear of the engine of the first-gear pair and a second-gear driven gear of the engine of the second-gear pair are circumferentially fixed on the intermediate shaft.
Preferably, the intermediate shaft is respectively provided with an engine first-gear driven gear of the engine first-gear pair and an engine second-gear driven gear of the engine second-gear pair in an empty sleeve manner, a first synchronizer is arranged between the engine first-gear driven gear and the engine second-gear driven gear, the engine is switched between a first gear and a second gear through the first synchronizer, and an engine first-gear driving gear of the engine first-gear pair and an engine second-gear driving gear of the engine second-gear pair are circumferentially fixed on the input shaft.
The first-gear driving gear of the engine is meshed with the first-gear driven gear of the engine, and the second-gear driving gear of the engine is meshed with the second-gear driven gear of the engine.
The first motor and the second motor can share the same battery set, or different battery sets can be used respectively, and the engine can adopt a three-cylinder or four-cylinder engine or other engines with similar functions.
The first motor and the second motor are arranged on the same side, the engine is arranged opposite to the first motor and the second motor, and the input shaft, the hollow shaft, the intermediate shaft, the first transmission shaft and the second transmission shaft are arranged between the first motor and the second motor.
Drawings
FIG. 1 is a schematic structural view of the present invention;
fig. 2 is a schematic structural diagram of an embodiment of the present invention.
Detailed Description
As shown in fig. 1 to 2, a multi-mode hybrid power driving system includes a driving system housing, an engine 1, a first motor 3, a differential 15, an input shaft 5, an intermediate shaft 7, a first transmission shaft 26, and a second transmission shaft 8 supported in parallel in the driving system housing, wherein one end of the input shaft 5 is connected to a crankshaft output end of the engine 1 through a clutch 2, the crankshaft output end of the engine 1 is fixedly connected to an outer hub of the clutch 2 in a circumferential direction, and a driving friction disc of the clutch 2 is fixedly connected to the outer hub, in an embodiment, the driving friction disc of the clutch 2 is fixedly connected to the outer hub of the clutch 2; the input shaft 5 penetrates through a hollow shaft 6 to be fixedly connected with a driven friction disc of the clutch 2, and the hollow shaft 6 is fixedly connected with the clutch 2 and is positioned on the same axial lead with the input shaft 5; in the embodiment, the input shaft 5, the hollow shaft 6, the intermediate shaft 7, the first transmission shaft 26 and the second transmission shaft 8 are all supported in the driving system box through bearings.
A motor driving gear 16 is circumferentially fixed on a motor shaft of the second motor 4, a motor driven gear 14 is circumferentially fixed on the hollow shaft 6, and the motor driving gear 16 is meshed with the motor driven gear 14;
the input shaft 5 and the intermediate shaft 7 are respectively connected through an engine first gear pair and an engine second gear pair, a first synchronizer 13 for gear shifting is arranged between the engine first gear pair and the engine second gear pair, and a first transmission gear 17 is circumferentially fixed on the intermediate shaft 7 and meshed with a reduction gear 18 of a differential mechanism 15;
in an embodiment, the input shaft 5 is provided with an engine first gear driving gear 10 of an engine first gear pair and an engine second gear driving gear 9 of an engine second gear pair in an empty sleeve manner, and a first synchronizer 13 is arranged between the engine first gear driving gear 10 and the engine second gear driving gear 9.
Or, an engine first-gear driven gear 12 of the engine first-gear pair and an engine second-gear driven gear 11 of the engine second-gear pair are respectively arranged on the intermediate shaft 7 in an empty sleeve mode, and a first synchronizer 13 is arranged between the engine first-gear driven gear 12 and the engine second-gear driven gear 11.
A first-gear driving gear 20 of the motor and a second-gear driving gear 25 of the motor are fixedly arranged on the first transmission shaft 26, a first-gear driven gear 23 of the motor and a second-gear driven gear 24 of the motor are respectively arranged on the second transmission shaft 8 in a free sleeve manner, a second synchronizer 22 for gear shifting is arranged between the first-gear driven gear 23 of the motor and the second-gear driven gear 24 of the motor, the first-gear driven gear 23 of the motor is meshed with the first-gear driving gear 20 of the motor, the second-gear driven gear 24 of the motor is meshed with the second-gear driving gear 25 of the motor, and a second transmission gear 21 is circumferentially fixed on the second transmission shaft 8 and meshed with the reduction gear 18 of the differential mechanism 15;
and a motor transmission gear 19 fixed on the motor shaft of the first motor 3 in the circumferential direction is meshed with a second gear driving gear 25 of the motor.
The operation mode of the drive system in the embodiment is as follows:
engine only mode:
the clutch 2 is engaged, the engine 1 transmits torque to the input shaft 5, the first synchronizer 13 is combined with the first-gear engine driving gear 10/the second-gear engine driving gear 9, power is transmitted to the intermediate shaft 7 and the first transmission gear 17 in sequence through the first-gear engine driven gear 12/the second-gear engine driven gear 11, and finally transmitted to the reduction gear 18 of the differential 15, and the power is output to the half shaft by the differential 15. The engine 1 sequentially passes through the clutch 2, the motor driven gear 14 and the motor driving gear 16 to transmit power to a motor shaft of the second motor 4, and drives the second motor 4 to charge the battery.
Pure electric mode:
the engine 1 and the second electric machine 4 stop running, the first electric machine 3 transmits torque to the first transmission shaft 26 through the motor transmission gear 19, the second synchronizer 22 is combined with the first-gear driven gear 23/the second-gear driven gear 24 of the electric motor, power is transmitted to the second transmission shaft 8 through the first-gear driving gear 20 of the electric motor and the second-gear driving gear 25 on the first transmission shaft 26, the torque is transmitted to the reduction gear 18 of the differential mechanism 15 through the second transmission gear 21 circumferentially fixed on the second transmission shaft 8, and the differential mechanism 15 outputs power.
Hybrid drive mode:
when the driving friction disc and the driven friction disc of the clutch 2 are jointed, the engine 1 transmits torque to the input shaft 5 through the clutch 2, the first synchronizer 13 is combined with the first-gear driving gear 10 of the engine/the second-gear driving gear 9 of the engine, and power is transmitted to the intermediate shaft 7 and the first transmission gear 17 in sequence through the first-gear driven gear 12 of the engine/the second-gear driven gear 11 of the engine, is finally transmitted to the reduction gear 18 of the differential 15, and is output to the half shaft through the differential 15; the first motor 3 transmits torque to a first transmission shaft 26 through a motor transmission gear 19, a second synchronizer 22 is combined with a first-gear motor driven gear 23/a second-gear motor driven gear 24, power is transmitted to a second transmission shaft 8 through a first-gear motor driving gear 20/a second-gear motor driving gear 25 on the first transmission shaft 26, the torque is transmitted to a reduction gear 18 of a differential mechanism 15 through a second transmission gear 21 circumferentially fixed on the second transmission shaft 8, and the differential mechanism 15 outputs power. The engine 1 sequentially passes through the clutch 2, the motor driven gear 14 and the motor driving gear 16 to transmit power to a motor shaft of the second motor 4, and drives the second motor 4 to charge the battery.
When the driving friction disc and the driven friction disc of the clutch 2 are not engaged, the engine 1 transmits power to a motor shaft of the second motor 4 through the clutch 2, the motor driven gear 14 and the motor driving gear 16 in sequence, the second motor 4 is driven to charge the battery, then the motor shaft of the first motor 1 is driven to rotate through the power of the battery, the first motor 3 transmits torque to the first transmission shaft 26 through the motor transmission gear 19, the second synchronizer 22 is combined with the motor first gear driven gear 23/the motor second gear driven gear 24, the power is transmitted to the second transmission shaft 8 through the motor first gear driving gear 20/the motor second gear driving gear 25 on the first transmission shaft 26, the torque is transmitted to the reduction gear 18 of the differential 15 through the second transmission gear 21 circumferentially fixed on the second transmission shaft 8, and the differential 15 outputs power, and a range extending mode under hybrid driving is realized.
Energy recovery mode:
the whole vehicle brakes, the driving friction disc and the driven friction disc of the clutch 2 are not jointed, when the engine 1 is in a running state, the first motor 3 runs, and the second motor 4 is in a running state, the engine 1 sequentially passes through the clutch 2 and the hollow shaft 6 to transmit power to the motor shaft of the second motor 4, and the second motor 4 is driven to charge the battery.
Because of inertia, the automobile continues to run to enable power generated by wheels to be transmitted to the differential 15 through a half shaft, the speed reduction gear 18 of the differential 15 transmits the power to the second transmission gear 21, the second transmission gear 21 transmits the power to the second transmission shaft 8, the second synchronizer 22 is combined with the first-gear driven gear 23 of the motor/the second-gear driven gear 24, the power is transmitted to the first-gear driving gear 20 of the motor/the second-gear driving gear 25 of the first transmission shaft 26 through the first-gear driven gear 23 of the motor/the second-gear driven gear 24 of the motor on the second transmission shaft 8, the power is transmitted to the first transmission shaft 26 through the first-gear driving gear 20 of the motor/the second-gear driving gear 25 of the motor, the second-gear driving gear 25 of the motor which is circumferentially fixed on the first transmission shaft 26 sequentially transmits the power to the motor transmission gear 19, the first motor 3 is driven by a motor shaft of the first motor 3 to charge the battery.
If the engine 1 and the second motor 4 are both in a stop state, the first motor 3 is in a running state, due to inertia, the automobile continues to run, so that power generated by wheels is transmitted to the differential 15 through a half shaft, the reduction gear 18 of the differential 15 transmits the power to the second transmission gear 21, the second transmission gear 21 transmits the power to the second transmission shaft 8, when the second synchronizer 22 is combined with the first-gear driven gear 23/the second-gear driven gear 24 of the motor, the power is transmitted to the first-gear driving gear 20/the second-gear driving gear 25 of the motor on the first transmission shaft 26 through the first-gear driven gear 23/the second-gear driven gear 24 of the motor on the second transmission shaft 8, then the power is transmitted to the first transmission shaft 26 through the first-gear driving gear 20/the second-gear driving gear 25 of the motor, and the second-gear driving gear 25 of the motor circumferentially fixed on the first transmission shaft 26 transmits the power to the motor transmission gear 19, the first motor 3 is driven by a motor shaft of the first motor 3 to charge the battery.
When the whole vehicle is in an idling state, the engine 1 is in an idling state, the first motor 3 stops running, the second motor 4 is in a running state, and when the driving friction disc and the driven friction disc of the clutch 2 are not jointed, the engine 1 transmits power to a motor shaft of the second motor 4 through the clutch 2, the motor driven gear 14 and the motor driving gear 16 in sequence to drive the second motor 4 to charge the battery.
Starting the engine:
when the engine 1 is in a stop operation state, the driving friction disc and the driven friction disc of the clutch 2 are not engaged, the first motor 3 stops operating, the second motor 4 is in an operation state, and power output by a motor shaft of the second motor 4 is transmitted to a crankshaft of the engine 1 through the clutch 2 to start the engine 1.
Power compensation mode of the shift process:
during the shifting of the engine gear, the first electric machine 3 transmits torque to the first transmission shaft 26 through the motor transmission gear 19, the second synchronizer 22 is combined with the first-motor driven gear 23/the second-motor driven gear 24, power is transmitted to the second transmission shaft 8 through the first-motor driving gear 20/the second-motor driving gear 25 on the first transmission shaft 26, the torque is transmitted to the reduction gear 18 of the differential mechanism 15 through the second transmission gear 21 circumferentially fixed on the second transmission shaft 8, and the differential mechanism 15 outputs power for driving wheels so as to realize power compensation.
In the gear shifting process of the pure electric gear, a driving friction disc and a driven friction disc of the clutch 2 are engaged, the engine 1 transmits torque to the input shaft 5 through the clutch 2, the first synchronizer 13 is combined with the first-gear engine driving gear 10 and the second-gear engine driving gear 9, power is sequentially transmitted to the intermediate shaft 7 and the first transmission gear 17 through the first-gear engine driven gear 12 and the second-gear engine driven gear 11 and finally transmitted to the reduction gear 18 of the differential mechanism 15, and the differential mechanism 15 outputs power to a half shaft for driving wheels, so that power compensation is realized.
The above description is only a preferred embodiment of the present invention, and is not intended to limit the present invention, and modifications of the present invention by those skilled in the art are within the scope of the present invention without departing from the spirit of the present invention.
Claims (3)
1. The utility model provides a hybrid drive system of multimode, includes actuating system box, engine (1), first motor (3), differential mechanism (15), its characterized in that: an input shaft (5), an intermediate shaft (7), a first transmission shaft (26) and a second transmission shaft (8) are supported in a driving system box body in parallel, one end of the input shaft (5) is connected with the crankshaft output end of an engine (1) through a clutch (2), the crankshaft output end of the engine (1) is fixedly connected with the peripheral direction of an outer hub of the clutch (2), a driving friction disc of the clutch (2) is fixedly connected with the outer hub, the input shaft (5) penetrates through a hollow shaft (6) to be fixedly connected with a driven friction disc of the clutch (2), and the hollow shaft (6) is fixedly connected with the clutch (2) and is positioned on the same axial lead with the input shaft (5);
a motor driving gear (16) is circumferentially fixed on a motor shaft of the second motor (4), a motor driven gear (14) is circumferentially fixed on the hollow shaft (6), and the motor driving gear (16) is meshed with the motor driven gear (14);
the input shaft (5) and the intermediate shaft (7) are respectively connected through an engine first gear pair and an engine second gear pair, a first synchronizer (13) for gear shifting is arranged between the engine first gear pair and the engine second gear pair, and a first transmission gear (17) is circumferentially fixed on the intermediate shaft (7) and is meshed with a reduction gear (18) of a differential (15);
a first-gear driving gear (20) of the motor and a second-gear driving gear (25) of the motor are fixedly arranged on the first transmission shaft (26), a first-gear driven gear (23) of the motor and a second-gear driven gear (24) of the motor are respectively arranged on the second transmission shaft (8) in a free sleeve mode, a second synchronizer (22) for gear shifting is arranged between the first-gear driven gear (23) of the motor and the second-gear driven gear (24) of the motor, the first-gear driven gear (23) of the motor is meshed with the first-gear driving gear (20) of the motor, the second-gear driven gear (24) of the motor is meshed with the second-gear driving gear (25) of the motor, and a second transmission gear (21) is circumferentially fixed on the second transmission shaft (8) and is meshed with a reduction gear (18) of a differential (15);
and a motor transmission gear (19) fixed on the motor shaft of the first motor (3) in the circumferential direction is meshed with a second gear driving gear (25) of the motor.
2. The multi-modal hybrid drive system of claim 1, wherein: the input shaft (5) is respectively provided with an engine first gear driving gear (10) of an engine first gear pair and an engine second gear driving gear (9) of an engine second gear pair in an empty sleeve mode, and a first synchronizer (13) is arranged between the engine first gear driving gear (10) and the engine second gear driving gear (9).
3. The multi-modal hybrid drive system of claim 1, wherein: an engine first-gear driven gear (12) of an engine first-gear pair and an engine second-gear driven gear (11) of an engine second-gear pair are respectively arranged on the intermediate shaft (7) in a free mode, and a first synchronizer (13) is arranged between the engine first-gear driven gear (12) and the engine second-gear driven gear (11).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202121077993.4U CN215360901U (en) | 2021-05-19 | 2021-05-19 | Multi-mode hybrid power driving system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202121077993.4U CN215360901U (en) | 2021-05-19 | 2021-05-19 | Multi-mode hybrid power driving system |
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| Publication Number | Publication Date |
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| CN215360901U true CN215360901U (en) | 2021-12-31 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202121077993.4U Active CN215360901U (en) | 2021-05-19 | 2021-05-19 | Multi-mode hybrid power driving system |
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| CN (1) | CN215360901U (en) |
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2021
- 2021-05-19 CN CN202121077993.4U patent/CN215360901U/en active Active
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