CN216761441U - Hybrid device for vehicle - Google Patents

Abstract

The utility model discloses a vehicle hybrid device, which comprises a motor, a transmission mechanism connected with the motor and a clutch mechanism connected with the transmission mechanism, wherein the transmission mechanism comprises a gear shell and a planet wheel assembly arranged in the gear shell, the clutch mechanism comprises a driver and a deflector rod driven by the driver, the deflector rod is connected with a gear ring of the planet wheel assembly and drives the gear ring to move between a first position and a second position, the gear ring is separated from the gear shell when being positioned at the first position, the gear ring can rotate relative to the gear shell, and the transmission ratio of the transmission mechanism is 1: 1; when the gear ring is located at the second position, the gear ring is clamped with the gear shell to limit the rotation of the gear ring relative to the gear shell, and the transmission ratio of the transmission mechanism is N: 1, wherein N is greater than 1, and the hybrid device for the vehicle of the utility model is characterized in that N: 1, starting torque and starting power can be increased during transmission; 1:1 transmission can stably generate power and assist in the whole engine rotating speed range, and the efficiency and the performance of the fuel vehicle are integrally improved.

Description

Hybrid device for vehicle

Technical Field

The utility model relates to the technical field of automobiles, in particular to a hybrid device for an automobile.

Background

With the development of society, the problems of limited petroleum resources and environmental pollution are increasingly prominent, more and more automobiles begin to use hybrid technology, so that a motor and an internal combustion engine are matched to reduce oil consumption, and compared with the traditional automobiles, the hybrid automobile has the advantages of oil saving, emission reduction, noise reduction and the like.

The light mixing technology in the mixing technology, particularly the 48V light mixing technology, can realize the automatic start and stop of the engine with lower cost, and can assist the starting and the acceleration by increasing the torque output through the motor and recover the power during braking or sliding. However, most of motors adopted in the current light mixing technology are in an excitation mode, and the motor is overlarge in size, complex in structure and overhigh in cost; in addition, a starting motor is difficult to omit for a high-power engine, so that component redundancy is caused, and the complexity, weight and cost of the whole vehicle are increased.

Disclosure of Invention

In view of the above, a hybrid device for a vehicle is provided that can effectively improve the above-mentioned problems.

A vehicle hybrid device comprises a motor, a transmission mechanism connected with the motor and a clutch mechanism connected with the transmission mechanism, wherein the transmission mechanism comprises a gear shell and a planet wheel assembly arranged in the gear shell, the clutch mechanism comprises a driver and a deflector rod driven by the driver, the deflector rod is connected with a gear ring of the planet wheel assembly and drives the gear ring to move between a first position and a second position, the gear ring is separated from the gear shell when being at the first position, the gear ring can rotate relative to the gear shell, and the transmission ratio of the transmission mechanism is 1: 1; when the gear ring is located at the second position, the gear ring is clamped with the gear shell to limit the rotation of the gear ring relative to the gear shell, and the transmission ratio of the transmission mechanism is N: 1, wherein N is greater than 1.

Furthermore, the motor is a permanent magnet synchronous motor and comprises a stator and a rotor which rotate relatively, the stator comprises a coil, the rotor comprises a permanent magnet, and the rotor is connected with the input end of the planetary wheel assembly.

Further, the planetary gear set further comprises an engine, and the output end of the planetary gear set is connected with the engine through a belt pulley.

Further, still include high voltage power supply, the coil of stator with high voltage power supply electric connection.

Furthermore, the driver is an electromagnetic valve, and when the electromagnetic valve is electrified, a valve rod of the electromagnetic valve extends out and pushes a deflector rod, so that the gear ring moves to a second position; when the electromagnetic valve is powered off, the valve rod retracts and drives the gear ring to move to the first position.

Further, clutch mechanism still includes the elasticity piece that resets, when the ring gear moves to the second position the elasticity piece atress that resets warp, the elasticity resets and pushes when the deformation restores the ring gear moves to the first position.

Furthermore, the driving lever is a lever, the inner end of the driving lever penetrates through the gear shell and then is connected with the gear ring, the middle part of the driving lever is rotatably connected with the gear shell, and the elastic reset piece and the electromagnetic valve respectively abut against two opposite sides of the outer end of the driving lever.

Furthermore, a ring of annular groove is formed on the outer peripheral surface of the gear ring, and the inner end of the deflector rod is movably inserted into the annular groove.

The motor, the transmission mechanism and the clutch mechanism are mounted on the shell, and the shell is provided with a guide hole; the elastic reset piece comprises a pin shaft and a spiral spring sleeved on the pin shaft, one end of the pin shaft is accommodated in the guide hole, and the other end of the pin shaft extends out of the guide hole and abuts against the outer end of the deflector rod; the spiral spring is accommodated in the guide hole and clamped between the pin shaft and the shell.

Further, the outer peripheral surface of the ring gear of the planetary gear assembly is formed with a circle of external teeth, the inner peripheral surface of the gear shell is formed with a circle of internal teeth, and the internal teeth are engaged with the external teeth when the ring gear is at the second position; when the ring gear is in the first position, the internal teeth are displaced from the external teeth.

Compared with the prior art, the hybrid device for the vehicle realizes the variable transmission ratio of the transmission mechanism through the clutch mechanism, and the motor can be subjected to speed reduction transmission when being used as a motor, so that the rotating speed and the torque are changed in corresponding proportion, the starting motor can be better replaced, and good cold starting, hot starting (including quick starting and stopping) and quick starting energy-saving effects can be achieved; the motor is driven in a ratio of 1:1 when used as a generator and a power-assisted driving motor, can adapt to all working rotating speeds of the engine, stably generates power and assists in the whole rotating speed range of the engine, overcomes the difficulty that a permanent magnet synchronous motor is not suitable for vehicle-mounted stable power generation, has no gear friction, small resistance and high efficiency, can improve the efficiency of a fuel vehicle as a whole, and saves the oil by more than 15%.

Drawings

Fig. 1 is a schematic view of a hybrid device for a vehicle according to an embodiment of the present invention.

Fig. 2 is an exploded view of the hybrid device for a vehicle shown in fig. 1.

Fig. 3 is a radial sectional view of the hybrid device for a vehicle shown in fig. 1.

Fig. 4 is a schematic view of the hybrid device for a vehicle according to the present invention in a power generation mode.

Fig. 5 is an axial cross-sectional view of fig. 4.

Fig. 6 is a schematic view of the hybrid device for vehicle of the present invention in an electric mode.

Fig. 7 is an axial cross-sectional view of fig. 6.

Detailed Description

To facilitate an understanding of the utility model, the utility model will now be described more fully with reference to the accompanying drawings. One or more embodiments of the present invention are illustrated in the accompanying drawings to provide a more accurate and thorough understanding of the disclosed embodiments. It should be understood, however, that the present invention may be embodied in many different forms and should not be construed as being limited to the embodiments set forth herein.

The same or similar reference numbers in the drawings correspond to the same or similar parts; in the description of the present invention, it should be understood that if there is an orientation or positional relationship indicated by the terms "upper", "lower", "left", "right", etc. based on the orientation or positional relationship shown in the drawings, it is only for convenience of describing the present invention and simplifying the description, but it is not intended to indicate or imply that the referred device or element must have a specific orientation, be constructed in a specific orientation, and be operated, and therefore, the terms describing the positional relationship in the drawings are only used for illustrative purposes and are not to be construed as limiting the present patent, and the specific meaning of the terms may be understood by those skilled in the art according to specific circumstances.

The utility model provides a hybrid device for a vehicle, which is matched with an engine to drive the vehicle to move. Fig. 1 to 3 show an embodiment of the hybrid device for a vehicle according to the present invention, which includes a housing 10, and a motor 20, a transmission mechanism 30 and a clutch mechanism 40 disposed in the housing 10.

As shown in fig. 2, the motor 20 is preferably a Permanent Magnet Synchronous Motor (PMSM), such as a brushless direct current motor (BLDC), and has the advantages of small size, high power, high efficiency, and the like. In the illustrated embodiment, the motor 20 is an internal rotor structure including a stator 22 fixedly disposed in the housing 10 and a rotor 24 rotatably disposed in the stator 22. The rotor 24 includes a rotor core and permanent magnets, and the permanent magnets may be embedded in the rotor core (IPM) or attached to the outer circumferential Surface (SPM) of the rotor core. A rotating shaft 26 is fixedly arranged in the center of the rotor core in a penetrating way, and the rotating shaft 26 is used as an output element of the motor 20 and is connected with the input end of a transmission mechanism 30. The stator 22 includes a stator core and a coil wound around the stator core, and the coil is electrically connected to a high-voltage power supply of the vehicle, such as a battery pack having a standard voltage of 48V or more, through a wire.

The motor 20 of the hybrid device of the present invention can have two modes of operation, namely, a generating mode and a motoring mode. When the motor 20 is used as a motor in the electric mode, a high-voltage power supply of the automobile is used as a power supply of the motor 20, a coil of the stator 22 is electrified to generate a magnetic field, the magnetic field is acted with a magnetic field of a permanent magnet of the rotor 24 to push the rotor 24 to continuously rotate, and torque is output. The motor 20 is used as a generator in a power generation mode, and at the same time, the engine of the automobile is used as a power source to drive the rotor 24 to rotate, the rotor 24 and the stator 22 form a relative motion of cutting magnetic lines, and induced potential is generated in a coil of the stator 22 to charge a high-voltage power supply. The high-voltage power supply can also charge a low-voltage power supply of the automobile, such as an 12/24V battery, through a DC-DC converter and the like, so that the redundancy of an automobile power supply system is improved.

Referring to fig. 3, the transmission mechanism 30 includes a gear housing 32 and a planetary gear assembly 34 disposed in the gear housing 32. The gear case 32 has a cylindrical structure, is fixedly disposed in the housing 10, and has a ring of internal teeth 321 formed on an inner peripheral surface thereof. The planet wheel assembly 34 comprises an annulus 35, a sun wheel 36 arranged centrally of the annulus 35, a plurality of planet wheels 37 distributed around and in engagement with the sun wheel 36, and a planet carrier 38 carrying the planet wheels 37. The gear ring 35 is of a circular ring structure, and a circle of meshing teeth 351 are formed on the inner peripheral surface and meshed with the planet wheel 37; a ring of external teeth 353 is formed on the outer peripheral surface to interact with the internal teeth 321 of the gear case 32. The sun gear 36 is used as the input end of the whole planetary gear assembly 34 and is connected with the rotating shaft 26 of the motor 20; the carrier 38 is extended to form an output shaft 39 or to which the output shaft 39 is fixedly connected. The output shaft 39 is used as the output end of the whole planetary wheel assembly 34 and is in transmission connection with the engine through a belt pulley and the like to form a BSG motor. In some embodiments, the planetary gear assembly 34 may be a multi-stage series, and the sun gear 36 of the next stage is connected to the planet carrier 38 of the previous stage.

The clutch mechanism 40 includes a shift lever 42 and a driving member, such as a solenoid valve 44, for driving the shift lever 42. The electromagnetic valve 44 is electrically connected with a low-voltage power supply of the automobile and a control module to form a control loop, and the control module generates a signal according to the running state of the automobile to control the electromagnetic valve 44 to be powered on or powered off, so that the valve rod 441 of the electromagnetic valve is extended or retracted. The shift lever 42 is connected to the ring gear 35 of the planetary gear assembly 34, and moves the ring gear 35 between the first position and the second position to engage or disengage the gear housing 32. In the illustrated embodiment, the lever 42 is a lever, which is rotatably connected to the gear housing 32 at a middle portion thereof, and has an outer end abutting against the valve stem 441 of the solenoid valve 44 and an inner end connected to the ring gear 35. In the initial state, the solenoid valve 44 is de-energized and the ring gear 35 is in the first position, disengaged from the gear case 32.

As shown in fig. 4-5, when the electromagnetic valve 44 is energized, the valve rod 441 thereof extends outward, and pushes the outer end of the shift lever 42 to move upward (i.e., away from the motor 20), so that the inner end of the shift lever 42 drives the gear ring 35 to move downward to the second position, and the outer teeth 353 of the gear ring 35 are engaged with the inner teeth 321 of the gear housing 32. At this time, since the gear case 32 is fixed and the ring gear 35 engaged therewith cannot rotate, the transmission element between the rotating shaft 26 of the motor 20 and the output shaft 39 of the transmission mechanism 30 is composed of the sun gear 36, the planetary gear 37, and the planet carrier 38, and there is a speed difference between the rotating shaft 26 and the output shaft 39. Preferably, the speed ratio of the motor 20 to the output shaft 39 is N: 1, wherein N is 2-5, and the speed reduction transmission is realized.

As shown in fig. 6-7, when the electromagnetic valve 44 is de-energized, the valve rod 441 thereof retracts to drive the outer end of the shift lever 42 to move downward (i.e., toward the motor 20) for resetting, so that the inner end of the shift lever 42 drives the gear ring 35 to move upward and return to the first position, and the outer teeth 353 of the gear ring 35 are misaligned with the inner teeth 321 of the gear shell 32 and separated therefrom. At this time, the gear housing 32 and the ring gear 35 are in clearance fit, the ring gear 35 can freely rotate relative to the gear housing 32, the transmission element between the rotating shaft 26 of the motor 20 and the output shaft 39 of the transmission mechanism 30 includes the whole planetary gear assembly 34, the whole planetary gear assembly 34 synchronously rotates along with the rotating shaft 26, and the speed ratio from the motor 20 to the output shaft 39 is 1:1, realizing that 1:1 constant speed transmission.

According to the utility model, the gear ring 35 is driven to move between the second position and the first position through the arrangement of the clutch mechanism 40, so that the gear ring 35 is meshed with the gear shell 32 and can not rotate, or the gear ring 35 is separated from the gear shell 32 and relatively rotates, thus the transmission mechanism 30 forms a variable speed ratio, and the control module can control the operation of the clutch mechanism 40 according to the state of an automobile, so that the transmission mechanism 30 operates at a proper speed ratio. It should be understood that the gear ring 35 and the gear housing 32 may have other circumferential limiting means, such as a protrusion and a slot, so long as the gear ring 35 can be engaged with the gear housing 32 when the second position is reached. Alternatively, other devices, such as an air cylinder or the like, may be used to actuate the rod 42.

As shown in fig. 2 and 3, the gear case 32 has a coupling portion 323 protruding from an outer peripheral surface thereof, and the coupling portion 323 has a shaft hole 325; a pivot 421 is inserted into the central portion of the shift lever 42, and the pivot 421 is inserted into the shaft hole 325 to rotatably connect the shift lever 42 to the gear housing 32, so that the inner end and the outer end of the shift lever 42 can swing. In the illustrated embodiment, the ring gear 35 is provided with a ring of annular grooves 355 on an outer circumferential surface thereof, the inner end of the shift lever 42 is bent to form a latch 425, the gear housing 32 is provided with through holes 327 corresponding to the latch 425, and the latch 425 is inserted into the annular grooves 355 of the ring gear 35 after passing through the through holes 327 of the gear housing 32, so that the rotation of the ring gear 35 is not limited by the shift lever 42. Preferably, two shift levers 42 are symmetrically disposed on two sides of the gear housing 32, outer ends of the two shift levers 42 are connected to and abut against the valve rod 441 of the electromagnetic valve 44, inner ends of the two shift levers 42 respectively penetrate through the gear housing 32 and then are connected to two sides of the peripheral ring groove 355 of the gear ring 35, so as to balance the stress of the gear ring 35, so that the moving direction of the gear ring 35 is consistent with the axial direction thereof, and prevent the deflection.

Preferably, the clutch mechanism 40 further includes an elastic restoring member 46, and in the illustrated embodiment, the elastic restoring member 46 includes a pin 461 and a coil spring 463 sleeved on the pin 461, wherein the pin 461 is vertically disposed, and the coil spring 463 is sandwiched between the pin 461 and the housing 10. Preferably, the housing 10 is provided with a vertical guide hole 12 at the side end corresponding to the clutch mechanism 40, and the top end of the guide hole 12 is provided with a stopper 14, wherein the stopper 14 can be screwed into the guide hole 12 or tightly fitted into the guide hole 12. The coil spring 463 is accommodated in the guide hole 12, and has one end fixedly connected to the stopper 14 and the other end sleeved on the top end of the pin 461, and the bottom end of the pin 461 extends out of the guide hole 12 to abut against the outer end of the shift lever 42.

In the illustrated direction, the bottom ends of the valve rod 441 and the pin 461 of the solenoid valve 44 respectively abut against the upper and lower sides of the outer end of the shift lever 42. When the electromagnetic valve 44 is energized, the valve rod 441 thereof extends to make the elastic resetting piece 46 deform under pressure; when the solenoid valve 44 is de-energized, the elastic return element 46 returns to its shape and pushes the valve rod 441 to retract. It should be understood that the elastic restoring member 46 is used for pushing the valve stem 114 to restore, and the position and specific structure thereof may be set as required as long as it can form an interlocking connection with the valve stem 441. For example, in one embodiment, the resilient return member 46 may be disposed within the solenoid 44, such that when the solenoid 44 is energized, the resilient return member 46 is stretched or compressed as the valve stem 44 extends, and when the solenoid 44 is de-energized, the resilient return member returns to urge the valve stem 44 to retract back.

When the automobile is in cold start (generally, the temperature of the cooling liquid is less than 40 ℃), the motor 20 of the hybrid device of the utility model works in an electric mode, and the electromagnetic valve 44 is in an electrified state, so that the hybrid device is used as an auxiliary device for starting the motor of the automobile.

In one embodiment, the engine starting speed is 1000 rpm and the starting power is 5 KW; the rated power of the motor 20 used is 3KW, the starting power can reach 5KW in a short time, and the gear ratio from the motor 20 to the output shaft 39 is 3: 1, the speed ratio of the output shaft 39 to the engine is 2.33: 1, the starting speed of the motor 20 is 1000 × 2.33 × 3, i.e. 6990 revolutions/minute. By the gear change from the motor 20 to the output shaft 39 and the gear change from the output shaft 39 to the engine, a high gear ratio can be achieved, the starting torque and starting power are increased to a large extent, the starting motor can be omitted completely for an engine with a small starting power (e.g. not more than 150kw), and the power of the motor 20 and the starting motor can be reduced, i.e. the overall weight, size and cost are reduced, although the starting motor is not replaced completely for an engine with a large starting power (e.g. more than 150 kw).

When the automobile is started in a hot state (generally, the temperature of the cooling liquid is not lower than 40 ℃), the motor 20 of the hybrid device of the utility model also works in an electric mode, and the electromagnetic valve 44 is in an electrified state, so that the hybrid device is used as a starting motor of the automobile. Since the engine is in a warm-engine state with low resistance, and the starting power requirement is relatively low, the electric machine 20 can completely replace the starting electric machine during warm starting. In addition, during the starting process of the engine, the motor 20 can play a role in accelerating the starting speed, so that the starting time is shortened, and the starting oil consumption is reduced.

After the engine is started, the motor 20 is switched to the power generation mode, and the high-voltage power supply is charged by the power of the engine. During this process, the solenoid valve 44 is maintained in the de-energized state, and the output shaft 39 to motor 20 speed ratio is 1:1, the motor 20 is suitable for all working rotating speeds of the engine, stable power generation is achieved in the whole rotating speed range of the engine, and the difficulty that the permanent magnet synchronous motor is not suitable for vehicle-mounted stable power generation is overcome. In addition, the whole planetary gear assembly 34 rotates together, and all elements do not rotate relatively, so that gear friction is avoided, transmission efficiency is high, and noise is low.

Alternatively, the electric motor 20 may be used as an electric motor for assisting the vehicle, and the solenoid valve 44 is maintained in the energized state, and the electric motor 20 is driven to the output shaft 39 to obtain a speed ratio of 1:1, the engine is assisted by the motor 20, the engine pushes the automobile again, and the assistance range meets the rotating speed range commonly used by the whole engine. The utility model also selects the power-assisted power according to the power-assisted time, fully meets the power-assisted requirement and maximally utilizes the output power of the motor 20, can adopt larger power when the power-assisted time is short, and can exceed the rated power of the motor 20; when the boosting time is long, the power of the motor 20 is adjusted to be not more than the rated power.

In addition, the electric motor 20 can also be used as a generator for energy recovery, and the electromagnetic valve 44 is kept in a power-off state, and the speed ratio of the output shaft 39 to the electric motor 20 is 1:1, the rotating speed range which is generally used by the whole engine is met. If the automobile brakes and decelerates, the generated power is increased, and the energy is fed back to the high-voltage power supply to the maximum extent; during rapid braking, the generated power can be adjusted to far exceed the rated generated power, and the battery can also completely absorb the generated power.

The hybrid system realizes the variable transmission ratio of the transmission mechanism 30 through the clutch mechanism 40, and the motor 20 is in speed reduction transmission when being used as a motor, so that the rotating speed and the torque are changed in corresponding proportion, the starting motor can be better replaced, and good cold starting, hot starting (including quick starting and stopping) and quick starting energy-saving effects can be achieved; the motor 20 is driven in a ratio of 1:1 when serving as a generator, can adapt to all working rotating speeds of the engine, stably generates power in the whole rotating speed range of the engine, overcomes the difficulty that the permanent magnet synchronous motor 20 is not suitable for vehicle-mounted stable power generation, has no gear friction, small resistance and high efficiency, can improve the efficiency of a fuel vehicle integrally, and saves more than 15% of fuel.

It should be noted that the present invention is not limited to the above-mentioned embodiments, and other changes and modifications can be made by those skilled in the art according to the spirit of the present invention, and all changes and modifications made according to the spirit of the present invention should be included in the scope of the present invention.

Claims (10)

1. A hybrid device for a vehicle is characterized by comprising a motor, a transmission mechanism connected with the motor and a clutch mechanism connected with the transmission mechanism, wherein the transmission mechanism comprises a gear shell and a planet gear assembly arranged in the gear shell, the clutch mechanism comprises a driver and a deflector rod driven by the driver, the deflector rod is connected with a gear ring of the planet gear assembly and drives the gear ring to move between a first position and a second position, the gear ring is separated from the gear shell when in the first position, the gear ring can rotate relative to the gear shell, and the transmission ratio of the transmission mechanism is 1: 1; when the gear ring is located at the second position, the gear ring is clamped with the gear shell to limit the rotation of the gear ring relative to the gear shell, and the transmission ratio of the transmission mechanism is N: 1, wherein N is greater than 1.

2. The vehicular hybrid device according to claim 1, wherein the motor is a permanent magnet synchronous motor comprising a stator and a rotor rotating with respect to each other, the stator comprising a coil, the rotor comprising a permanent magnet, and the rotor being connected to an input end of the planetary wheel assembly.

3. The hybrid device for vehicle as claimed in claim 2, further comprising an engine, wherein an output end of the planetary wheel assembly is connected to the engine through a pulley.

4. The hybrid device for vehicle as claimed in claim 2, further comprising a high voltage power source, wherein the coil of the stator is electrically connected to the high voltage power source.

5. The vehicular hybrid device according to claim 1, wherein the actuator is a solenoid valve, and a valve stem of the solenoid valve extends and pushes a lever when the solenoid valve is energized, so that the ring gear is moved to the second position; when the electromagnetic valve is powered off, the valve rod retracts and drives the gear ring to move to the first position.

6. The hybrid device for vehicle as claimed in claim 5, wherein the clutch mechanism further comprises an elastic restoring member, the elastic restoring member is deformed by a force when the ring gear moves to the second position, and the elastic restoring member pushes the ring gear to move to the first position when the elastic restoring member is deformed again.

7. The mixing device according to claim 6, wherein the lever is a lever having an inner end passing through the gear housing and connected to the gear ring, a middle portion rotatably connected to the gear housing, and the elastic restoring member and the electromagnetic valve respectively abutting against opposite sides of an outer end of the lever.

8. The mixing device according to claim 7, wherein the ring gear has a ring groove formed on an outer peripheral surface thereof, and an inner end of the lever is movably inserted into the ring groove.

9. The hybrid device for vehicle according to claim 7, further comprising a housing mounting said motor, transmission mechanism and clutch mechanism, said housing being provided with a guide hole; the elastic reset piece comprises a pin shaft and a spiral spring sleeved on the pin shaft, one end of the pin shaft is accommodated in the guide hole, and the other end of the pin shaft extends out of the guide hole and abuts against the outer end of the deflector rod; the spiral spring is accommodated in the guide hole and clamped between the pin shaft and the shell.

10. The mixing device for vehicle according to any one of claims 1 to 9, wherein an outer peripheral surface of the ring gear of the planetary wheel assembly is formed with a circle of external teeth, an inner peripheral surface of the gear case is formed with a circle of internal teeth, and the internal teeth are engaged with the external teeth when the ring gear is in the second position; when the ring gear is in the first position, the internal teeth are displaced from the external teeth.

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