CN216153556U - Hybrid power driving system and vehicle - Google Patents

Abstract

The utility model provides a hybrid power driving system and a vehicle, belonging to the technical field of hybrid power, wherein the hybrid power driving system comprises an engine, a first motor, a second clutch, an input shaft, a first output shaft, a second output shaft, a parking gear, a secondary driven gear arranged on the second output shaft and a secondary driving gear arranged on the input shaft; the first motor is provided with a first motor shaft, a first motor input gear is arranged on the first motor shaft, the first motor input gear is meshed with the two-gear driving gear, and the second motor is meshed and coupled with the first output shaft through a gear pair. The utility model replaces the function of the synchronizer with the clutch, saves redundant parts such as the synchronizer, a gear shifting mechanism and the like, greatly reduces the occupied space, has simpler structure, can adjust different working condition modes according to the requirement and effectively improves the fuel economy of the vehicle.

Description

Hybrid power driving system and vehicle

Technical Field

The utility model belongs to the technical field of hybrid power, and particularly relates to a hybrid power driving system and a vehicle.

Background

The world faces two challenges of energy shortage and environmental deterioration, wherein the traditional fuel oil vehicle is also seriously influenced by oil crisis and environmental deterioration, so that energy conservation and emission reduction become the focus subjects of the automobile industry. The generation of hybrid vehicles brings new hopes for alleviating energy shortage and environmental deterioration. The hybrid power driving system is a core component of the hybrid power automobile and is a power source of the hybrid power automobile. In the middle of the hybrid power driving system, generally including motor and engine, the motor adopts pure electric drive, and the engine adopts the fuel drive, and both mutually support and form hybrid vehicle's various drive mode. However, most of the existing hybrid power driving systems are only the deformation of the traditional multi-gear transmission, and have the problems of complex structure, redundant gears, long assembly, difficult arrangement, limited improvement of the fuel economy of the vehicle and the like.

SUMMERY OF THE UTILITY MODEL

In order to solve the technical problems, the utility model provides a hybrid power driving system which solves the problems that the structure is complex and the improvement on the vehicle fuel economy is limited in the prior art.

The utility model provides the following technical proposal, a hybrid power driving system comprises a power device, a transmission mechanism, a mechanical control device and a power transmission device,

the power device comprises an engine, a first motor and a second motor;

the mechanical control device comprises a second clutch;

the power transmission device comprises an input shaft, a first output shaft, a second output shaft, a parking gear and a two-gear pair, wherein the input shaft, the first output shaft and the second output shaft are connected with the engine; the second gear pair comprises a second driven gear arranged on the second output shaft and a second driving gear arranged on the input shaft;

the second clutch is arranged on the second output shaft to control the engagement and the disengagement of the two-gear pair; the first motor is provided with a first motor shaft, the first motor shaft is provided with a first motor input gear, the first motor input gear is meshed with the two gear driving gear, the second motor is provided with a second motor shaft, and the second motor shaft is meshed and coupled with the first output shaft through a gear pair.

Compared with the prior art, the utility model has the beneficial effects that: the clutch replaces the function of the synchronizer, redundant parts such as the synchronizer and a gear shifting mechanism are omitted, the occupied space is greatly reduced, the structure is simpler, meanwhile, different working condition modes can be adjusted according to requirements while the structure is simplified, and the fuel economy of the vehicle is effectively improved.

Preferably, the hybrid drive system further comprises an inverter and a battery pack connected to the inverter, wherein one end of the inverter is electrically connected to the first motor, and the other end of the inverter is electrically connected to the second motor.

Preferably, the hybrid drive system further comprises a damper disposed between the engine and the secondary drive gear.

Preferably, the hybrid power drive system further comprises a differential assembly, and a main reduction gear is arranged on the differential assembly.

Preferably, the first output shaft is provided with a first reduction gear, the second output shaft is provided with a second reduction gear, and the first reduction gear and the second reduction gear are meshed with the main reduction gear.

Preferably, the second motor shaft is provided with a second motor input gear, and the second motor input gear is meshed with the first gear driven gear.

Preferably, the mechanical control device comprises a first clutch, the input shaft is further provided with a first gear driving gear, the first gear driving gear is engaged with the first gear driven gear to form a first gear pair, and the first clutch is arranged on the input shaft to control engagement and separation of the first gear pair.

The utility model also provides a vehicle which comprises the hybrid power driving system, has a relatively simple structure, can adjust different working condition modes according to requirements, and effectively improves the fuel economy of the vehicle.

Drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the embodiments or the prior art descriptions will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without inventive exercise.

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

FIG. 2 is a power transmission path diagram of the electric machine of FIG. 1 during a cold start of the engine;

FIG. 3 is a power transmission path diagram during the parking charging in FIG. 1;

FIG. 4 is a power transmission path diagram during the pure electric drive in FIG. 1;

FIG. 5 is a power transmission path diagram illustrating the recovery of braking energy in FIG. 1;

FIG. 6 is a power transmission path diagram of the electric drive train engine of FIG. 1;

FIG. 7 is a power transmission path diagram of the engine in first gear independent drive;

FIG. 8 is a power transmission path diagram of the engine in two gears of independent drive;

fig. 9 is a power transmission path diagram in the case of series drive;

FIG. 10 is a power transmission path diagram of the first electric machine with the first gear drive of the engine generating electricity;

FIG. 11 is a power transmission path diagram of the second-gear driving of the engine and the power generation of the first motor;

FIG. 12 is a power transmission path diagram of the engine of FIG. 1 in first gear drive, in electric drive and in parallel;

FIG. 13 is a power transmission path diagram of the engine of FIG. 1 driven in two gears and driven in parallel by electric drive;

fig. 14 is a power transmission path diagram in the parking P range;

FIG. 15 is a power transmission path diagram for a pure reverse;

fig. 16 is a schematic structural diagram of a hybrid drive system according to a second embodiment of the present invention;

description of reference numerals:

a first motor-1, a first motor input gear-2, a first motor shaft-3, a second gear driven gear-4, a parking gear-5, a second reduction gear-6, a second output shaft-7, a first gear driving gear-8, a damper-9, an engine-10, a first clutch-11, a first output shaft-12, a first reduction gear-13, a differential-14, a main reduction gear-15, a second motor input gear-16, a second motor shaft-17, a second motor-18, a first gear driven gear-19, an input shaft-20, a second gear driving gear-21, a second clutch-22, a second motor and inverter high voltage harness-23, a first motor and inverter high voltage harness-24, an inverter-25, a wire harness-26 between the inverter and the battery, and a battery pack-27.

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar 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 and intended to be illustrative of the embodiments of the present invention, and should not be construed as limiting the utility model.

In the description of the embodiments of the present invention, it should be understood that the terms "length", "width", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience in describing the embodiments of the present invention and simplifying the description, but do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the embodiments of the present invention, "a plurality" means two or more unless specifically limited otherwise.

In the embodiments of the present invention, unless otherwise explicitly specified or limited, the terms "mounted," "connected," "fixed," and the like are to be construed broadly, e.g., as being fixedly connected, detachably connected, or integrated; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. Specific meanings of the above terms in the embodiments of the present invention can be understood by those of ordinary skill in the art according to specific situations.

In a first embodiment of the present invention, as shown in fig. 1, a hybrid drive system includes a power unit, a transmission mechanism, a mechanical control device, and a power transmission device, wherein the power unit includes an engine 10, a first electric machine 1, a second electric machine 18; the mechanical control means includes a second clutch 22; the power transmission device comprises an input shaft 20 connected with the engine 10, a first output shaft 12, a second output shaft 7, a parking gear 5 arranged on the second output shaft 7 and a two-gear pair coupled between the input shaft 20 and the second output shaft 7; the second gear pair comprises a second driven gear 4 arranged on the second output shaft 7 and a second driving gear 21 arranged on the input shaft 20; the second clutch 22 is arranged on the second output shaft 7 to control the engagement and the disengagement of the two-gear pair; the first motor 1 is provided with a first motor shaft 3, the first motor shaft 3 is provided with a first motor input gear 2, the first motor input gear 2 is meshed with the two-gear driving gear 21, and the second motor 18 is provided with a second motor shaft 17 and is in meshed coupling connection with the first output shaft 12 through a gear pair.

The utility model replaces the function of the synchronizer with the clutch, saves redundant parts such as the synchronizer, a gear shifting mechanism and the like, greatly reduces the occupied space, has simpler structure, simultaneously keeps the functions of pure electric drive under low load, internal combustion engine independent drive under high load, parallel drive, braking energy recovery, parking charging, internal combustion engine starting during advancing, power generation during advancing and the like while simplifying the structure, can adjust different working condition modes according to the requirement, and effectively improves the fuel economy of the vehicle. The utility model adopts the following measures for improving the vehicle fuel economy:

(1) under the working conditions of frequent start and stop and low vehicle speed, the vehicle is driven by pure electricity, so that the engine 10 is prevented from working in a high oil consumption area; when the pure electric drive cannot meet the torque requirement, the engine 10 and the electric drive are used for driving in parallel to meet the large torque requirement;

(2) under medium speed conditions, there are three conditions: when the system efficiency is higher than that of the first-gear driving of the engine 10 during the motor driving, the comprehensive efficiency of the system is highest through pure electric driving; when the motor driving efficiency is lower than the independent driving efficiency of the engine 10, the engine 10 is independently driven, so that the comprehensive efficiency of the system is highest; when a stronger power output is required, the engine 10, electric drive, and parallel drive may be selected.

(3) When the road resistance is small and the engine 10 works in a low-torque state, the efficiency of the engine 10 is low, the engine 10 can be adjusted to a high-efficiency range by increasing the torque of the engine 10, a part of the torque is distributed to the first motor to charge the battery, the other part of the torque keeps the whole vehicle running, and the comprehensive efficiency of the whole vehicle is improved.

(4) Under a high-speed working condition, the efficiency of the engine 10 is high, the vehicle is independently driven through the secondary gear of the engine 10, the use of the motor is reduced, the efficiency loss in the conversion process of mechanical energy, electric energy and mechanical energy is avoided, and further the comprehensive efficiency is improved.

(5) The braking energy recovery can be realized under all deceleration working conditions because the motor has the functions of driving and generating electricity and the second motor is fixedly connected with the wheels.

Preferably, the hybrid drive system further includes an inverter 25 and a battery pack 27 connected to the inverter 25, wherein one end of the inverter 25 is electrically connected to the first motor 1 through the first motor 1 and the inverter high voltage harness 24, the other end of the inverter 25 is electrically connected to the second motor 18 through the second motor and the inverter high voltage harness 23, and the inverter 25 is electrically connected to the battery pack 27 through the inverter and the inter-battery high voltage harness 26.

Preferably, the hybrid drive system further includes a damper 9, and the damper 9 is provided between the engine 10 and the input shaft 20.

Preferably, the hybrid power drive system further comprises a differential assembly 14, and a main reduction gear 15 is arranged on the differential assembly 14. The first output shaft 12 is provided with a first reduction gear 13, the second output shaft 7 is provided with a second reduction gear 6, the first reduction gear 13 is meshed with the main reduction gear 15, and the second reduction gear 6 is meshed with the main reduction gear 15.

Preferably, a first-gear driven gear is arranged on the first output shaft 12, a second motor input gear 16 is arranged on the second motor shaft 17, and the second motor input gear 16 is meshed with the first-gear driven gear 19.

Preferably, the first-gear driven gear 19 and the first reduction gear 13 are sequentially arranged on the first output shaft 12 from left to right, and the second clutch 22, the second-gear driven gear 4 assembly, the parking gear 5 and the second reduction gear 6 are sequentially arranged on the second output shaft 7 from left to right.

The mechanical control device comprises a first clutch 11, the input shaft 20 is further provided with a first gear driving gear 8, the first gear driving gear 8 is meshed with the first gear driven gear 19 to form a first gear pair, and the first clutch 11 is arranged on the input shaft 20 to control meshing and separation of the first gear pair.

Preferably, the second gear driving gear 21, the first gear driving gear 8, the first clutch 11, and the damper 9 are sequentially disposed on the input shaft 20 from left to right.

The utility model also provides a vehicle which comprises the hybrid power driving system, has a relatively simple structure, can adjust different working condition modes according to requirements, and effectively improves the fuel economy of the vehicle

Fig. 2 to 15 are power transmission path diagrams of the hybrid drive system in each main operating condition according to the present invention, and show the operating states of the first clutch 11, the second clutch 22, the engine 10, the first electric machine 1 and the second electric machine 18 in each main operating condition.

Working condition 1: cold starting the engine when parking; as shown in fig. 2, the power transmission path diagram of the cold start engine of the motor is shown, when the engine 10 is cold started when the vehicle is stopped, and when the engine 10 needs to be started in the stopped state, the first motor 1 is in the driving state, the second motor 18 is in the free state, the first clutch 11 is disengaged, the second clutch 22 is disengaged, the engine 10 is started from the off state, and the parking gear 5 is in the neutral position; the first electric machine 1 cold starts the engine 10 when parking without comfort problems; since the starter of the original engine 10 is reduced, the constituent elements of the vehicle are reduced.

Working condition 2: parking and charging working conditions; fig. 3 is a diagram showing a power transmission path during parking charging; the parking charging working condition is that when the vehicle is in a parking state and the battery capacity is insufficient, the vehicle can be selected to be parked and charged, at the moment, the engine 10 is in a driving state, the second motor 18 is in a free state, the first motor 1 is in a power generation state, the first clutch 11 is separated, the second clutch 22 is separated, and the parking gear 5 is in a neutral position; during power generation, alternating current generated by the first motor 1 is converted into direct current through the inverter 25, and then is transmitted to a battery through the first motor 1 by a wire harness and is stored in the battery; the engine 10 is in an economical rotation speed range, fuel economy and noise are both considered, and when the charge amount reaches a certain ratio, other working conditions are switched as needed.

Working condition 3: pure electric driving working condition; as shown in fig. 4, which is a power transmission path diagram during pure electric drive, when the vehicle speed is low, if the engine 10 is used for driving, the fuel economy of the engine 10 is poor, and the system efficiency can be kept at a high level by using the pure electric drive to cover the low vehicle speed working condition. When the second motor 18 is purely electrically driven, the second motor 18 is in a driving state, the first motor 1 is in a free state, the engine 10 is turned off, the first clutch 11 is disengaged, the second clutch 22 is disengaged, and the parking gear 5 is in a neutral position; when the electric quantity is insufficient, the series driving mode can be switched to.

Working condition 4: energy recovery, as shown in a power transmission path diagram during braking energy recovery shown in fig. 5, since the second motor 18 is fixedly connected with a wheel, the energy recovery working condition can be quickly switched to under any working condition, no gear engaging operation is needed, during working, the engine 10 is in a free state, the first motor 1 is in a free state, the first clutch 11 is separated, the second clutch 22 is separated, the parking gear 5 is in a neutral position, and the second motor 18 is in a power generation state; during power generation, alternating current generated by the second motor 18 is converted into direct current through the inverter 25, and then transmitted to the battery through the second motor 18 wiring harness and stored in the battery.

Working condition 5: pure electric drive starting engine operating conditions; as shown in fig. 6, which is a power transmission path diagram when the engine is started in the pure electric drive mode, when the vehicle runs in the pure electric drive mode and the engine 10 needs to be started, the first clutch 11 is engaged, the second clutch 22 is disengaged, the first motor 1 is in a free state, the second motor 18 is in a driving state, the parking gear 5 is in a neutral state, and the engine 10 is started. Purely electrically driving the engine 10 requires no power interruption and no gear shifting.

Working condition 6: the engine first gear independent driving working condition is shown in fig. 7 as a power transmission path diagram when the engine first gear is independently driven, the efficiency of the engine 10 is different under different torques and rotating speeds, and the system selects the independent driving gear of the engine 10 according to the efficiency. When the engine 10 is driven independently in the first gear, the engine 10 is in a driving state, the first motor 1 and the second motor 18 are in a free state, the first clutch 11 is engaged, the second clutch 22 is disengaged, and the parking gear 5 is in a neutral position; at the middle speed, the engine 10 is in an interval with high oil consumption efficiency, and compared with a pure electric drive gear, the engine 10 is independently driven to keep the system efficiency at a high level. The engine 10 first gear independent drive is mainly used in the medium and high speed range.

Working condition 7: when the system selects the second gear of the engine 10 to be driven independently, the engine 10 is in a driving state, the first motor 1 and the second motor 18 are in a free state, the first clutch 11 is disengaged, the second clutch 22 is engaged, and the parking gear 5 is in a neutral position, as shown in fig. 8, which is a power transmission path diagram when the second gear of the engine is driven independently. The second gear of the engine 10 is independently driven mainly for the high speed section.

Working condition 8: a series drive condition; as shown in fig. 9, which is a power transmission path diagram during series driving, when the battery power is insufficient and the system efficiency is highest in the pure electric drive mode, the series driving should be selected, and during operation, the engine 10 is in a driving state, the first motor 1 is in a power generation state, the first clutch 11 is disengaged, the second clutch 22 is disengaged, the parking gear 5 is in a neutral position, and the second motor 18 is in a driving state; the alternating current generated by the first motor 1 is directly transmitted to the second motor 18 without passing through a battery, so that the second motor 18 drives the vehicle to run, and the loss in the energy conversion and transmission process is reduced; the series drive mode enables long-term operation and places the engine 10 in a high efficiency zone for a long period of time.

Working condition 9: the engine is driven in the first gear, and the first motor generates electricity under the working condition; as shown in fig. 10, which is a power transmission path diagram when the engine is driven in the first gear and the first electric machine 1 generates electricity, when the engine 10 is driven in the first gear and the battery power is insufficient, the torque required by the system is not large, the engine 10 is increased to a high-efficiency section, and the vehicle is driven to supplement electric energy. When the first gear of the engine 10 is selected for driving, the first motor 1 generates power, at this time, the engine 10 is in a driving state, the first motor 1 generates power, the second motor 18 is in a free state, the first clutch 11 is engaged, the second clutch 22 is disengaged, and the parking gear 5 is in a neutral position.

Working condition 10: the engine is driven in the second gear, and the first motor generates electricity under the working condition; as shown in fig. 11, a power transmission path diagram is shown when the engine 10 is driven in the second gear and the first motor 1 generates power, and when the engine 10 is driven in the second gear and the first motor 1 generates power, the engine 10 is in a driving state, the first motor 1 is in a power generation state, the second motor 18 is in a free state, the first clutch 11 is disengaged, the second clutch 22 is engaged, and the parking gear 5 is in a neutral position.

Working condition 11: the engine is in first gear, and the electric driving is carried out in parallel to drive the working condition; FIG. 12 is a power transmission path diagram of the first gear, electric drive and parallel drive of the engine; the first gear of the engine 10 is electrically driven in parallel, when the first gear of the engine 10 or pure electric drive of the second motor 18 cannot meet the torque requirement, the first gear of the engine 10 can be selected, the second motor 18 is driven in parallel, at the moment, the engine 10 is in a driving state, the first motor 1 is in a free state, the second motor 18 is in a driving state, the first clutch 11 is engaged, the second clutch 22 is disengaged, and the parking gear 5 is in a neutral position.

Working condition 12: the engine is in second gear, and the electric drive is in parallel connection to drive the working condition; FIG. 13 shows a power transmission path diagram of the two-gear driving and the electric driving; when the torque demand cannot be met by the second-gear or pure electric drive of the engine 10, the second-gear of the engine 10 can be selected to be driven electrically in parallel, at this time, the engine 10 is in a driving state, the first motor 1 is in a free state, the second motor 18 is in a driving state, the first clutch 11 is separated, the second clutch 22 is engaged, and the parking gear 5 is in a neutral position.

Working condition 13: parking P-gear working condition; as shown in fig. 14, which is a power transmission path diagram in the case of parking in the P range, when the vehicle needs to be parked, the engine 10 is turned off, the first and second electric machines 1 and 18 are in the free state, the first clutch 11 is disengaged, the second clutch 22 is disengaged, and the parking gear 5 is in the P range.

Working condition 14: a pure electric reverse working condition; as shown in fig. 15, which is a power transmission path diagram in the pure reverse gear, when the vehicle needs to be reversed, the engine 10 is in the off state, the first motor 1 is in the free state, the second motor 18 drives the vehicle in reverse in a reverse direction, the first clutch 11 is disengaged, the second clutch 22 is disengaged, and the parking gear 5 is in the neutral position. The pure electric reverse gear is adopted, so that the mechanical reverse gear can be removed, the mechanism is simpler and more compact, the envelope of the transmission is favorably reduced, and the assembly performance of the transmission on the whole vehicle is improved.

The operation states of the hybrid drive system described in fig. 2-15 under different operating conditions of the first clutch 11, the second clutch 22, the engine 10, the first electric machine 1 and the second electric machine 18, summarized in table one,

watch 1

A second embodiment of the present invention, as shown in fig. 16, is based on the first embodiment, and is different from the first embodiment in that the present embodiment is configured to be a single gear, so that the first clutch 11 and the first gear driving gear 21 are omitted, the occupied space is reduced, and the structure is simpler to meet the requirements of customers.

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 and improvements made within the spirit and principle of the present invention are intended to be included within the scope of the present invention.

Claims (8)

1. A hybrid power driving system comprises a power device, a transmission mechanism, a mechanical control device and a power transmission device, and is characterized in that,

the power device comprises an engine, a first motor and a second motor;

the mechanical control device comprises a second clutch;

the power transmission device comprises an input shaft, a first output shaft, a second output shaft, a parking gear and a two-gear pair, wherein the input shaft, the first output shaft and the second output shaft are connected with the engine; the second gear pair comprises a second driven gear arranged on the second output shaft and a second driving gear arranged on the input shaft;

the second clutch is arranged on the second output shaft to control the engagement and the disengagement of the two-gear pair; the first motor is provided with a first motor shaft, a first motor input gear is arranged on the first motor shaft, the first motor input gear is meshed with the two-gear driving gear, the second motor is provided with a second motor shaft, and the second motor shaft is meshed and coupled with the first output shaft through a gear pair.

2. The hybrid drive system according to claim 1, further comprising an inverter, a battery pack connected to the inverter, one end of the inverter being electrically connected to the first motor, and the other end of the inverter being electrically connected to the second motor.

3. A hybrid drive system as set forth in claim 1 further comprising a damper disposed between said engine and said secondary drive gear.

4. The hybrid drive system of claim 1, further comprising a differential assembly having a final drive gear disposed thereon.

5. The hybrid drive system according to claim 4, wherein the first output shaft is provided with a first reduction gear, the second output shaft is provided with a second reduction gear, and the first reduction gear and the second reduction gear are respectively meshed with the main reduction gear.

6. The hybrid drive system of claim 1 wherein said first output shaft has a first gear driven gear and said second motor shaft has a second motor input gear, said second motor input gear being in meshing engagement with said first gear driven gear.

7. The hybrid drive system of claim 6 wherein said mechanical control means comprises a first clutch, said input shaft further having a first gear drive gear, said first gear drive gear meshing with said first gear driven gear to form a first gear set, said first clutch being disposed on said input shaft to control the meshing and disengaging of said first gear set.

8. A vehicle characterized by having a hybrid drive system according to any one of claims 1 to 7.

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