CN215904302U - Hybrid drive system and vehicle thereof - Google Patents
Hybrid drive system and vehicle thereof Download PDFInfo
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- CN215904302U CN215904302U CN202120536121.3U CN202120536121U CN215904302U CN 215904302 U CN215904302 U CN 215904302U CN 202120536121 U CN202120536121 U CN 202120536121U CN 215904302 U CN215904302 U CN 215904302U
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Abstract
The utility model discloses a hybrid drive system and a vehicle thereof. The hybrid drive system includes: an engine; an input shaft to which the engine is selectively engageable, the input shaft having at least one gear drive gear disposed thereon, the gear drive gear being selectively engageable to the input shaft; the generator is connected with the input shaft through a generator transmission device; the output shaft is provided with a gear driven gear and an output gear, and the gear driven gear is correspondingly meshed with the gear driving gear; and the driving motor is connected with the output shaft through a driving motor transmission device. The hybrid drive system according to the utility model is simple in construction and can achieve a variety of transmission mode changes by selectively engaging the engine with the input shaft and the gear drive gear to the input shaft.
Description
Technical Field
The utility model relates to the field of automobiles, in particular to a hybrid drive system and a vehicle thereof.
Background
Along with the demand of the domestic automobile market for new energy automobiles is getting bigger and bigger, the hybrid drive system with high efficiency, low cost and excellent NVH (noise, vibration and harshness) effect is gradually valued and favored by various large automobile factories. At present, a plurality of mature series-parallel hybrid power systems exist in the market, but most of the systems are complex in structure and high in cost.
SUMMERY OF THE UTILITY MODEL
In view of the above, the present invention is directed to a hybrid drive system, which has a simple structure and can realize multiple transmission modes.
In order to achieve the purpose, the technical scheme of the utility model is realized as follows:
a hybrid propulsion system comprising: an engine; an input shaft to which the engine is selectively engageable, the input shaft having at least one gear drive gear disposed thereon, the gear drive gear being selectively engageable to the input shaft; the generator is connected with the input shaft through a generator transmission device; the output shaft is provided with a gear driven gear and an output gear, and the gear driven gear is correspondingly meshed with the gear driving gear; and the driving motor is connected with the output shaft through a driving motor transmission device.
According to some embodiments of the utility model, the range driving gear comprises: the synchronizer is used for connecting the first-gear driving gear or the second-gear driving gear with the input shaft.
Further, the range driven gear includes: the first-gear driven gear is suitable for being in meshed transmission with the first-gear driving gear, and the second-gear driven gear is suitable for being in meshed transmission with the second-gear driving gear.
According to some embodiments of the utility model, the drive motor is connected to a drive motor shaft, the drive motor transmission comprising: the driving gear is arranged on a shaft of the driving motor, and the driving gear is meshed with the second-gear driven gear.
According to some embodiments of the utility model, the generator is connected to a generator shaft, the generator transmission comprising: a generator first gear disposed on the generator shaft and a generator second gear disposed on the input shaft.
According to some embodiments of the utility model, the hybrid propulsion system further comprises: a differential having a differential input gear in meshed drive with the output gear.
According to some embodiments of the utility model, a parking gear is further disposed on the output shaft.
According to some embodiments of the utility model, a first engagement device is provided between the engine and the input shaft for selectively engaging the engine with the input shaft.
Optionally, the first engagement device is a clutch.
Compared with the prior art, the hybrid driving system has the following advantages:
the hybrid drive system of the utility model has a simple structure, and can realize the conversion of various transmission modes by selectively engaging the engine with the input shaft and selectively engaging the gear driving gear with the input shaft.
Another object of the present invention is to propose a vehicle comprising a hybrid drive system as described above.
Compared with the prior art, the vehicle has the following advantages:
the vehicle provided by the utility model adopts the hybrid driving system, so that the vehicle can realize the conversion of various transmission modes.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate an embodiment of the utility model and, together with the description, serve to explain the utility model and not to limit the utility model. In the drawings:
FIG. 1 is a schematic diagram of a hybrid propulsion system according to an embodiment of the present invention;
FIG. 2 is a schematic power transmission path of the hybrid propulsion system in the electric-only drive mode;
FIG. 3 is a schematic power transmission path of the hybrid drive system during engine-driven first gear mode;
FIG. 4 is a schematic power transmission path of the hybrid drive system in the engine-driven second gear mode;
FIG. 5 is a schematic power transmission path of the hybrid propulsion system in the energy recovery mode;
FIG. 6 is a schematic power transmission path of the hybrid propulsion system during the charging mode;
FIG. 7 is a schematic power transmission path of the hybrid drive system in the extended range mode;
FIG. 8 is a schematic power transmission path of the hybrid drive system in the first hybrid drive mode;
FIG. 9 is a power transmission path schematic of the hybrid drive system in the second hybrid drive mode.
Description of reference numerals:
the drive system comprises an engine 1, a first engagement device 2, a first gear driving gear 3, a second gear driving gear 4, a first generator gear 5, a generator 6, a parking gear 7, a first gear driven gear 8, a synchronizer 9, a second gear driven gear 10, a drive gear 11, a drive motor 12, an output shaft 13, a differential 14, an input shaft 15, a second generator gear 16, an output gear 17, a differential input gear 18, a generator shaft 19 and a drive motor shaft 20.
Detailed Description
It should be noted that the embodiments and features of the embodiments may be combined with each other without conflict.
The present invention will be described in detail with reference to fig. 1 to 9 in conjunction with examples.
Referring to fig. 1 to 9, a hybrid drive system according to an embodiment of the present invention includes: the engine 1, the input shaft 15, the generator 6 (i.e., the GM motor), the output shaft 13, and the drive motor 12 (i.e., the TM motor).
Wherein the engine 1 is selectively engageable with the input shaft 15. Specifically, when the engine 1 is engaged with the input shaft 15, the power of the engine 1 can be transmitted to the input shaft 15; when the engine 1 is disconnected from the input shaft 15, the power of the engine 1 cannot be transmitted to the input shaft 15.
Referring to fig. 1 to 9, a first engagement device 2 is provided between the engine 1 and the input shaft 15, the first engagement device 2 being for selectively engaging the engine 1 with the input shaft 15.
Alternatively, the first engagement device 2 is a clutch. When the clutch is engaged, the engine 1 is engaged with the input shaft 15; when the clutch is disengaged, the engine 1 is disconnected from the input shaft 15.
Referring to fig. 1 to 9, at least one gear driving gear is provided on the input shaft 15, the gear driving gear being selectively engaged to the input shaft 15, and a gear driven gear 17, which is correspondingly engaged with the gear driving gear, is provided on the output shaft 13. When the gear driving gear is engaged to the input shaft 15, the power of the input shaft 15 can be transmitted to the output shaft 13 through the gear driving gear and the gear driven gear, and further transmitted to the wheels through the output gear 17 on the output shaft 13. When the gear drive gear does not engage the input shaft 15, there is no power transmission path between the input shaft 15 and the output shaft 13.
The generator 6 is connected with the input shaft 15 through a generator transmission device, so that the power of the input shaft 15 can be transmitted to the generator 6 through the generator transmission device to generate electricity.
The drive motor 12 is connected to the output shaft 13 via a drive motor transmission, so that the power of the drive motor 12 can be transmitted to the output shaft 13 via the drive motor transmission and then to the wheels via the output gear 17 on the output shaft 13. Meanwhile, the power on the output shaft 13 can be transmitted to the driving motor 12 through a driving motor transmission device, so that energy recovery is realized.
The hybrid drive system according to the embodiment of the utility model is simple in structure, and can realize the change of the plurality of transmission modes by selectively engaging the engine 1 with the input shaft 15 and selectively engaging the shift-stage drive gear to the input shaft 15. In addition, the engine 1, the generator 6, the driving motor 12 and the transmission mechanism are integrally designed, so that the number of parts can be reduced.
Referring to fig. 1 to 9, the gear driving gear may include: the first gear driving gear 3 and the second gear driving gear 4, a synchronizer 9 is arranged between the first gear driving gear 3 and the second gear driving gear 4, and the synchronizer 9 is used for connecting the first gear driving gear 3 or the second gear driving gear 4 with the input shaft 15. Specifically, when the synchronizer 9 engages the first gear drive gear 3 with the input shaft 15, the first gear drive gear 3 can transmit the power of the input shaft 15 to the output shaft 13; when the synchronizer 9 engages the second gear driving gear 4 with the input shaft 15, the second gear driving gear 4 can transmit the power of the input shaft 15 to the output shaft 13.
When the power of the engine 1 is transmitted to the output shaft 13 through the first-gear driving gear 3 or the second-gear driving gear 4, the multi-gear adjustment of the output power can be realized, the engine 1 is always kept in a high-efficiency area, and the oil consumption of the whole vehicle can be reduced when the hybrid drive system is applied to the vehicle.
Alternatively, the first gear drive gear 3 is located on the side of the second gear drive gear 4 closer to the engine 1.
Further, as shown with reference to fig. 1 to 9, the gear driven gear may include: the first-gear driven gear 8 and the second-gear driven gear 10, the first-gear driven gear 8 is suitable for being in meshed transmission with the first-gear driving gear 3, and the second-gear driven gear 10 is suitable for being in meshed transmission with the second-gear driving gear 4.
Referring to fig. 1-9, the drive motor 12 is connected to a drive motor shaft 20, and the drive motor transmission comprises: a driving gear 11 and the above-mentioned second-gear driven gear 10, the driving gear 11 being disposed on the driving motor shaft 20, and the driving gear 11 being engaged with the second-gear driven gear 10, thereby achieving transmission of power between the driving motor shaft 20 and the output shaft 13.
Referring to fig. 1-9, the generator 6 is connected to a generator shaft 19, and the generator transmission may include: a generator first gear 5 and a generator second gear 16, the generator first gear 5 being arranged on the generator shaft 19 and the generator second gear 16 being arranged on the input shaft 15. With the generator transmission, power transfer between the generator shaft 19 and the input shaft 15 can be achieved.
Referring to fig. 1 to 9, the hybrid drive system further includes: the differential 14, the differential 14 has a differential input gear 18, and the differential input gear 18 is in mesh transmission with the output gear 17. The differential 14 is adapted to be connected to the wheels of a vehicle.
Referring to fig. 1 to 9, the output shaft 13 is also provided with a parking gear 7. By braking the parking gear 7, parking can be achieved.
Alternatively, the output shaft 13, the input shaft 15, the generator shaft 19, and the drive motor shaft 20 are arranged in parallel, thereby making the structure of the hybrid drive system more compact.
The hybrid drive system according to the embodiment of the present invention can be used to change the transmission modes, as shown in fig. 2 to 9, and the power transmission paths in the transmission modes are indicated by arrows.
Fig. 2 shows the pure electric drive mode: the driving motor 12 is powered on, and the clutch is disconnected; the power is transmitted to an output shaft 13 by a driving motor 12 through a second-gear driven gear 10, the output shaft 13 finally transmits the power to wheels through a differential 14, and the power transmission path is as follows: the drive motor 12 → the drive motor shaft 20 → the drive gear 11 → the second-speed driven gear 10 → the output shaft 13 → the output gear 17 → the differential input gear 18 → the differential 14 → the wheel; the reverse rotation of the drive motor 12 may be used to implement a reverse function.
The engine-driven first gear mode is shown in FIG. 3: the engine 1 is started, the clutch is engaged, and the synchronizer 9 is meshed with the first-gear driving gear 3; the power is transmitted to an output shaft 13 from the engine 1 through a first-gear driving gear 3 and a first-gear driven gear 8, the output shaft 13 transmits the power to a differential 14 through an output gear 17 and a differential input gear 18, the differential 14 is connected with a driving shaft, and finally the power is transmitted to wheels. The power transmission path is: engine 1 → clutch → input shaft 15 → first gear drive gear 3 → first gear driven gear 8 → output shaft 13 → output gear 17 → differential input gear 18 → differential 14 → wheel.
The engine driven second gear mode is shown in FIG. 4: the engine 1 is started, the clutch is engaged, and the synchronizer 9 is meshed with the second-gear driving gear 4; the power is transmitted to an output shaft 13 from the engine 1 through a second-gear driving gear 4 and a second-gear driven gear 10, the output shaft 13 transmits the power to a differential 14 through an output gear 17 and a differential input gear 18, the differential 14 is connected with a driving shaft, and finally the power is transmitted to wheels. The power transmission path is: engine 1 → clutch → input shaft 15 → second gear driving gear 4 → second gear driven gear 10 → output shaft 13 → output gear 17 → differential input gear 18 → differential 14 → wheel.
Fig. 5 shows the energy recovery mode: when the vehicle decelerates, the kinetic energy of the wheels is transmitted to the differential 14 through the driving shaft, the differential 14 is transmitted to the output shaft 13 through the differential input gear 18 and the output gear 17, the power is transmitted to the driving motor 12 through the second-gear driven gear 10 and the driving gear 11, the power is generated, and the energy is recovered to the power battery. The power transmission path is: wheel → differential 14 → differential input gear 18 → output gear 17 → output shaft 13 → second-speed driven gear 10 → drive gear 11 → drive motor shaft 20 → drive motor 12.
As shown in fig. 6, the charging mode is: the clutch is closed, the synchronizer 9 is positioned at a neutral position, and the engine 1 operates to drive the generator 6 to generate electricity to charge the power battery. The power transmission path is: engine 1 → clutch → input shaft 15 → generator second gear 16 → generator first gear 5 → generator shaft 19 → generator 6.
The range extended mode is shown in fig. 7: the driving motor 12 is electrified, the clutch is closed, the engine 1 runs to drive the generator 6 to generate electricity, electric energy is provided for the driving motor 12, and meanwhile, the driving motor 12 enters a driving mode to realize a range extending mode. The power transmission path is: engine 1 → clutch → input shaft 15 → generator second gear 16 → generator first gear 5 → generator shaft 19 → generator 6; the drive motor 12 → the drive motor shaft 20 → the drive gear 11 → the second-speed driven gear 10 → the output shaft 13 → the output gear 17 → the differential input gear 18 → the differential 14 → the wheel.
As shown in fig. 8, the first hybrid driving mode: the engine 1 enters a first gear driving mode, the driving motor 12 is powered on at the same time, the driving motor 12 outputs power, and the power of the engine 1 and the power of the driving motor 12 are coupled on the output shaft 13 and transmitted to the differential 14 and further transmitted to wheels. The power transmission path is: engine 1 → clutch → input shaft 15 → first gear driving gear 3 → first gear driven gear 8 → output shaft 13 → output gear 17 → differential input gear 18 → differential 14 → wheel; the drive motor 12 → the drive motor shaft 20 → the drive gear 11 → the second-speed driven gear 10 → the output shaft 13 → the output gear 17 → the differential input gear 18 → the differential 14 → the wheel.
As shown in fig. 9, the second hybrid driving mode: the engine 1 enters a second gear driving mode, the driving motor 12 is powered on at the same time, the driving motor 12 outputs power, and the power of the engine 1 and the power of the driving motor 12 are coupled on the output shaft 13 and transmitted to the differential 14 and further transmitted to wheels. The power transmission path is: engine 1 → clutch → input shaft 15 → second gear driving gear 4 → second gear driven gear 10 → output shaft 13 → output gear 17 → differential input gear 18 → differential 14 → wheel; the drive motor 12 → the drive motor shaft 20 → the drive gear 11 → the second-speed driven gear 10 → the output shaft 13 → the output gear 17 → the differential input gear 18 → the differential 14 → the wheel.
Referring to fig. 1 to 9, a clutch 2 disconnection structure exists between an engine 1 and a generator 6, and in a power generation mode, by virtue of the characteristic that the clutch 2 can be worn in an impact rotation speed and torque state, rotation speed and torque fluctuation of the engine 1 are absorbed by the clutch 2 to a great extent, so that NVH effects in a range extending mode and an engine direct drive mode are more excellent; the engine 1 can be used as a power source and can drive the generator 6 to generate electricity, and the fuel consumption can be fully reduced while the power performance of the whole vehicle is met. The generator 6, the driving motor 12 and the transmission system are designed in an integrated mode, the number of parts is reduced, the cost is reduced, the generator 6 and the driving motor 12 are arranged in a parallel shaft mode, the size of the whole set of hybrid driving system is greatly reduced, and the compatibility of the hybrid driving system is stronger.
According to another aspect of the present invention, a vehicle includes the hybrid drive system of the above embodiment. The hybrid drive system has multiple drive modes, and can realize multiple drive modes such as a pure electric drive mode, an engine direct drive mode (including an engine drive first gear mode and an engine drive second gear mode), an energy recovery mode, a charging mode, a range extending mode and multiple hybrid drive modes (including a first hybrid drive mode and a second hybrid drive mode).
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the utility model, and any modifications, equivalents, improvements and the like that fall within the spirit and principle of the present invention are intended to be included therein.
Claims (9)
1. A hybrid drive system, comprising:
an engine (1);
an input shaft (15), said engine (1) being selectively engageable with said input shaft (15), said input shaft (15) being provided with at least one gear driving gear thereon, said gear driving gear being selectively engageable to said input shaft (15);
the generator (6), the said generator (6) couples to said input shaft (15) through the transmission of the generator;
the output shaft (13) is provided with a gear driven gear and an output gear (17), and the gear driven gear is correspondingly meshed with the gear driving gear;
the driving motor (12), the said driving motor (12) couples to said output shaft (13) through the drive motor drive unit;
the generator (6) is connected to a generator shaft (19), the generator drive comprising: a generator first gear (5) and a generator second gear (16), the generator first gear (5) being arranged on the generator shaft (19) and the generator second gear (16) being arranged on the input shaft (15).
2. The hybrid drive system of claim 1, wherein said range drive gear comprises: the gear driving mechanism comprises a first gear driving gear (3) and a second gear driving gear (4), wherein a synchronizer (9) is arranged between the first gear driving gear (3) or the second gear driving gear (4), and the synchronizer (9) is used for connecting the first gear driving gear (3) or the second gear driving gear (4) with an input shaft (15).
3. The hybrid drive system according to claim 2, wherein the range driven gear includes: the gear-driven mechanism comprises a first-gear driven gear (8) and a second-gear driven gear (10), wherein the first-gear driven gear (8) is suitable for being in meshed transmission with the first-gear driving gear (3), and the second-gear driven gear (10) is suitable for being in meshed transmission with the second-gear driving gear (4).
4. A hybrid drive system according to claim 3, wherein said drive motor (12) is connected to a drive motor shaft (20), said drive motor transmission comprising: a driving gear (11) and the second-gear driven gear (10), wherein the driving gear (11) is arranged on the driving motor shaft (20), and the driving gear (11) is meshed with the second-gear driven gear (10).
5. The hybrid propulsion system of claim 1, further comprising: a differential (14), wherein the differential (14) is provided with a differential input gear (18), and the differential input gear (18) is in mesh transmission with the output gear (17).
6. Hybrid drive system according to claim 1, characterized in that a parking gear (7) is also provided on the output shaft (13).
7. Hybrid propulsion system according to claim 1, characterised in that a first engagement device (2) is arranged between the engine (1) and the input shaft (15), said first engagement device (2) being intended to selectively engage the engine (1) with the input shaft (15).
8. Hybrid drive system according to claim 7, characterized in that the first engagement means (2) is a clutch.
9. A vehicle characterized by comprising the hybrid drive system of any one of claims 1 to 8.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202120536121.3U CN215904302U (en) | 2021-03-15 | 2021-03-15 | Hybrid drive system and vehicle thereof |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202120536121.3U CN215904302U (en) | 2021-03-15 | 2021-03-15 | Hybrid drive system and vehicle thereof |
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| Publication Number | Publication Date |
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| CN215904302U true CN215904302U (en) | 2022-02-25 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202120536121.3U Active CN215904302U (en) | 2021-03-15 | 2021-03-15 | Hybrid drive system and vehicle thereof |
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| CN (1) | CN215904302U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115320362A (en) * | 2022-05-16 | 2022-11-11 | 奇瑞商用车（安徽）有限公司 | Series-parallel hybrid power system |
-
2021
- 2021-03-15 CN CN202120536121.3U patent/CN215904302U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115320362A (en) * | 2022-05-16 | 2022-11-11 | 奇瑞商用车（安徽）有限公司 | Series-parallel hybrid power system |
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