CN216861168U - Dual-motor hybrid power system - Google Patents

Abstract

The utility model discloses a double-motor hybrid power system which comprises an input shaft, an intermediate shaft, an engine, a generator, a driving motor, a speed reducing mechanism connected with the intermediate shaft, a clutch main rotating hub connected with the engine, a clutch driven disc matched with the clutch main rotating hub and connected with the input shaft, a first transmission mechanism, a second transmission mechanism, a third transmission mechanism and a fourth transmission mechanism, wherein the first transmission mechanism and the second transmission mechanism are connected with the input shaft and the intermediate shaft, the third transmission mechanism is connected with the clutch main rotating hub and the generator, the fourth transmission mechanism is connected with the speed reducing mechanism and the driving motor, and the third transmission mechanism is positioned between the clutch driven disc and the second transmission mechanism. According to the dual-motor hybrid power system, the transmission of the two gears is arranged, so that the structure of the transmission is greatly simplified, the weight of the transmission is reduced, the load of a vehicle is reduced, and certain contribution is made to the reduction of the price and the improvement of the performance of the vehicle.

Description

Dual-motor hybrid power system

Technical Field

The utility model belongs to the technical field of hybrid power systems, and particularly relates to a dual-motor hybrid power system.

Background

The increasing environmental problems and energy crisis have prompted the automotive industry to move towards clean, efficient and sustainable urban transportation vehicles. The traditional fuel oil vehicle has the defects of high emission, high oil consumption and large noise, and the requirements of high efficiency, energy conservation and environmental protection in the market are increasingly not met. Pure electric and hybrid electric vehicles become the main trend of future development.

The hybrid electric vehicle can not only effectively meet the environmental protection requirement of low emission, but also avoid the problems of short endurance mileage and long charging time in the pure electric vehicle. Depending on the degree of mixing, hybrid grades are classified as mild mixing, power mixing, and energy mixing.

The mild mixing is generally improved on the basis of a transmission multi-gear gearbox, and has the problems of complex structure, large volume, limited improvement on fuel economy and the like.

The power mixing generally adopts a larger driving motor to be matched with an engine, so that the engine works in an optimal fuel efficiency area, the number of gears is greatly reduced compared with that of a traditional gearbox, but under the condition of no clutch, the mode that a driving shaft of the engine is connected with a generator and a reduction gearbox in series still has some defects. For example, the generator bears the dragging load, the charging efficiency is low, and in congested urban road conditions, frequent starting and stopping of the engine inevitably has great influence on the vehicle performance. In addition, since the optimum fuel efficiency region of the engine is generally concentrated on the high-speed gear, the setting of the speed ratio of more than two gears does not contribute to the improvement of the fuel economy, and the number of parts is increased to increase the price of the transmission.

Energy mixing mainly exists in plug-in hybrid electric vehicles, a built-in low-power engine is mainly used for charging a generator, zero emission can be basically achieved, but the weight of the vehicle is greatly increased due to a high-capacity battery pack, the performance of the vehicle is affected, and the price of the vehicle is high due to high battery price.

SUMMERY OF THE UTILITY MODEL

The present invention is directed to solving at least one of the problems of the prior art. Therefore, the utility model provides a double-motor hybrid power system, aiming at reducing weight.

In order to achieve the purpose, the utility model adopts the technical scheme that: a double-motor hybrid power system comprises an input shaft, an intermediate shaft, an engine, a generator, a driving motor, a speed reducing mechanism connected with the intermediate shaft, a clutch main rotating hub connected with the engine, a clutch driven disc matched with the clutch main rotating hub and connected with the input shaft, a first transmission mechanism, a second transmission mechanism, a third transmission mechanism connected with the clutch main rotating hub and the generator and a fourth transmission mechanism connected with the speed reducing mechanism and the driving motor, wherein the third transmission mechanism is positioned between the clutch driven disc and the second transmission mechanism.

The first transmission mechanism comprises a first driving gear arranged on the input shaft and a first driven gear meshed with the first driving gear, the second transmission mechanism comprises a second driving gear arranged on the input shaft and a second driven gear meshed with the second driving gear, the first driven gear and the second driven gear are sleeved on the intermediate shaft, and a first-gear synchronizer used for selectively enabling the first driven gear and the second driven gear to be connected with the intermediate shaft is arranged on the intermediate shaft.

The third transmission mechanism comprises a third driving gear connected with the clutch driven disc, a third driven gear meshed with the third driving gear and a generator output gear meshed with the third driven gear, and the generator output gear is connected with the generator.

The fourth transmission mechanism comprises a fourth driving gear, a fourth driven gear and a driving motor output gear, the fourth driven gear and the fourth driven gear synchronously rotate, the driving motor output gear is meshed with the fourth driven gear, the speed reducing mechanism comprises an intermediate shaft pinion and a main speed reducing gear, the intermediate shaft pinion is arranged on the intermediate shaft, and the fourth driving gear is meshed with the fourth driven gear.

The second driven gear is located between the first driven gear and the countershaft pinion.

According to the double-motor hybrid power system, the transmission of the gearbox with two gears is arranged, so that the structure of the gearbox is greatly simplified, the weight of the gearbox is reduced, the load of a vehicle is reduced, and certain contribution is made to the reduction of the overall vehicle price and the improvement of the performance.

Drawings

The description includes the following figures, the contents shown are respectively:

FIG. 1 is a schematic structural diagram of a dual motor hybrid system of the present invention;

fig. 2 is a power transmission route map when the engine is started;

FIG. 3 is a power transmission route diagram when the engine is driven in first gear;

fig. 4 is a power transmission route diagram when the engine is driven in the second gear;

FIG. 5 is a power transmission route diagram of shift assist while the engine is driving;

fig. 6 is a power transmission route diagram at the time of pure electric drive;

fig. 7 is a power transmission route diagram at the time of series driving;

fig. 8 is a power transmission route diagram at the time of parallel driving;

fig. 9 is a power transmission route map at the time of idle charging;

fig. 10 is a diagram of a power transmission route at the time of travel charging;

FIG. 11 is a power transmission route diagram during energy recovery;

labeled as: 1. an engine; 2. a clutch main hub; 3. a clutch driven plate; 4. a third driving gear; 5. a third driven gear; 6. a generator output gear; 7. a generator; 8. a second driving gear; 9. a first drive gear; 10. an input shaft; 11. an intermediate shaft; 12. a second gear synchronizer; 13. a first driven gear; 14. a second driven gear; 15. a countershaft pinion; 16. a differential mechanism; 17. a main reduction gear; 18. a fourth driving gear; 19. a fourth driven gear; 20. a drive motor output gear; 21. a drive motor; 22. a bidirectional inverter.

Detailed Description

The following detailed description of the embodiments of the present invention will be given with reference to the accompanying drawings for a purpose of helping those skilled in the art to more fully, accurately and deeply understand the concept and technical solution of the present invention and to facilitate its implementation.

As shown in fig. 1, the present invention provides a dual-motor hybrid system, which includes an input shaft 10, an intermediate shaft 11, an engine 1, a generator 7, a driving motor 21, a speed reducing mechanism connected to the intermediate shaft 11, a clutch hub 2 connected to the engine 1, a clutch disk 3 engaged with the clutch hub 2 and connected to the input shaft 10, a first transmission mechanism and a second transmission mechanism connected to the input shaft 10 and the intermediate shaft 11, a third transmission mechanism connected to the clutch hub 2 and the generator 7, and a fourth transmission mechanism connected to the speed reducing mechanism and the driving motor 21, wherein the third transmission mechanism is located between the clutch disk 3 and the second transmission mechanism.

Specifically, as shown in fig. 1, an engine 1 is fixedly connected with a clutch main rotating hub 2; the clutch main rotating hub 2 is fixedly connected with a third driving gear 4 and is meshed with a generator output gear 6 through an electric drive driven gear; the generator output gear 6 is fixedly connected with a driving shaft of a generator 7 through a spline; the clutch driven disc 3 is fixedly connected with the input shaft 101 through a spline; the clutch hub 2 and the clutch disk 3 are engaged or disengaged by a built-in friction plate, so that the power of the engine 1 is transmitted to the input shaft 10, or the power of the engine 1 is interrupted.

As shown in fig. 1, the first transmission mechanism includes a first driving gear 9 disposed on the input shaft 10 and a first driven gear 13 engaged with the first driving gear 9, the second transmission mechanism includes a second driving gear 8 disposed on the input shaft 10 and a second driven gear 14 engaged with the second driving gear 8, the first driven gear 13 and the second driven gear 14 are sleeved on the intermediate shaft 11, and the intermediate shaft 11 is provided with a second gear synchronizer 12 for selectively engaging the first driven gear 13 and the second driven gear 14 with the intermediate shaft 11. The axis of the input shaft 10 is parallel to the axis of the intermediate shaft 11, one end of the input shaft 10 is fixedly connected with the clutch driven disc 3, and the first driving gear 9 is fixedly arranged at the other end of the input shaft 10. The first and second speed synchronizers 12 are constantly engaged with the intermediate shaft 11 through splines. On one hand, the power output by the engine 1 can be transmitted to the input shaft 10 by the engaging action of a friction plate between the clutch main rotating hub 2 and a driven disc, and then is sequentially transmitted to a driven gear, an intermediate shaft pinion 15, a main reduction gear 17 and a differential 16 by the shifting action of a synchronizer, and finally is transmitted to wheels, so that the driving of the engine 1 of the vehicle is realized; on the other hand, the generator 7 can be charged through the clutch main rotating hub 2, the two pairs of gear pairs and the generator 7, and the engine 1 can be started by directly utilizing the electric driving force of the generator 7; the driving motor 21 is arranged on one side of the differential 16 and is connected with the differential 16 in series through two pairs of gear pairs to realize pure electric driving of the vehicle; the engine 1 and the driving motor 21 can realize the hybrid driving of the vehicle in a series connection and parallel connection mode; a bidirectional inverter 22 is installed between the generator 7 and the driving motor 21 to realize bidirectional circulation of electric energy.

As shown in fig. 1, the third transmission mechanism includes a third driving gear 4 connected to the clutch main hub 2, a third driven gear 5 engaged with the third driving gear 4, and a generator output gear 6 engaged with the third driven gear 5, and the generator output gear 6 is connected to a main shaft of a generator 7. The fourth transmission mechanism comprises a fourth driving gear 18, a fourth driven gear 19 and a driving motor output gear 20, wherein the fourth driven gear 19 and the fourth driven gear 18 synchronously rotate, the driving motor output gear 20 is meshed with the fourth driven gear 19, the driving motor output gear 20 is connected with a main shaft of a driving motor 21, the speed reducing mechanism comprises an intermediate shaft pinion 15 and a main speed reducing gear 17 which are meshed with each other, the main speed reducing gear 17 is connected with a differential 16, the intermediate shaft pinion 15 is arranged on an intermediate shaft 11, and the fourth driving gear 18 is meshed with the fourth driven gear 19. The first driven gear 13 and the second driven gear 14 are sleeved on the intermediate shaft 11, the intermediate shaft pinion 15 is fixedly arranged on the intermediate shaft 11, the second driven gear 14 is positioned between the first driven gear 13 and the intermediate shaft pinion 15, and the fourth driving gear 18 and the fourth driven gear 19 are connected into a whole through the same shaft. The differential 16 is fixedly connected with the main reduction gear 17 through bolts; the driving motor output gear 20 is fixedly connected with a driving shaft of a driving motor 21 through a spline and is constantly meshed with an electric driving driven gear; the electric drive driving gear is coaxially and fixedly connected with the electric drive driven gear and is normally meshed with the main reduction gear 17.

The dual-motor hybrid power system can realize the following nine working modes:

(1) the engine is started as shown in fig. 2. The drive shaft of the generator 7 passes through the generator output gear 6, the electric drive driven gear, the third driving gear 4 and the clutch main hub 2 in sequence, and transmits power to the engine 1, so that the engine 1 is started.

(2) The engine is operated in the first gear driving mode, as shown in fig. 3. When a first gear is engaged, the clutch main rotating hub 2 is fixedly connected with the clutch driven disc 3 and the input shaft 10 through friction plates; the first driven gear 13 is fixedly connected to the intermediate shaft 11 by a shifting action of a second synchronizer 12. At this time, the power output from the engine 1 is transmitted to the input shaft 10 through the clutch hub 2 and the clutch disk 3 in this order, and then transmitted to the differential gear 16 through the engagement between the first drive gear 9 and the first driven gear 13 and the engagement between the counter pinion 15 and the final reduction gear 17, and finally transmitted to the wheels, thereby realizing the first-gear drive of the engine 1.

(3) The engine is operated in the second gear driving mode, as shown in fig. 4. When the second gear is engaged, the clutch main rotating hub 2 is fixedly connected with the clutch driven disc 3 and the input shaft 10 through friction plates, and the second driven gear 14 is fixedly connected with the intermediate shaft 11 through the gear shifting action of the first and second synchronizers 12. At this time, the power output from the engine 1 is transmitted to the input shaft 10 through the clutch hub 2 and the clutch disk 3 in this order, and then transmitted to the differential gear 16 through the engagement between the second driving gear 8 and the second driven gear 14 and the engagement between the counter pinion 15 and the final reduction gear 17, and finally transmitted to the wheels, thereby realizing the second-gear drive of the engine 1.

(4) The shift is assisted when the engine is driven, as shown in fig. 5, when the gear of the gearbox needs to be switched, the friction plate between the clutch main rotating hub 2 and the clutch driven disc 3 is disconnected, at the moment, power interruption occurs in the gearbox, and the driving motor 21 starts pure electric driving, so that the vehicle is prevented from stopping when the gear is shifted.

(5) And the system works in a pure electric drive working mode, as shown in figure 6. When the vehicle moves forward, the power output by the driving motor 21 is transmitted to the differential 16 through the meshing between the driving motor output gear 20 and the electric driving driven gear and the meshing between the electric driving gear and the main reduction gear 17, and then is finally transmitted to the wheels, so that pure electric driving is realized. When backing, the driving shaft of the driving motor 21 rotates reversely, and the backing function can be realized.

(6) Operating in the series drive mode of operation as shown in figure 7. The power of the engine 1 is transmitted to the generator 7 to charge the generator 7, and the electric energy converted from the mechanical energy of the generator 7 is input to the driving motor 21 through the bidirectional inverter 22, and then the driving motor 21 converts the electric energy into the mechanical energy to drive the vehicle to run, thereby realizing the series connection driving of the electric energy maintaining type.

(7) Operating in a parallel drive mode of operation as shown in figure 8. The engine 1 transmits power to the differential 16 simultaneously through a first-gear or second-gear driving path and a pure electric driving path through which the driving motor 21 passes without interfering with each other, and then the power is finally transmitted to wheels, so that hybrid driving in a parallel mode is realized, and the hybrid driving device is suitable for the situation of insufficient power during fast acceleration or pure electric driving.

(8) The operation is in the idle charge mode of operation as shown in fig. 9. The power of the engine 1 is transmitted to the generator 7, the generator 7 is charged, and the electric energy converted from the mechanical energy thereof is stored in the battery pack via the bidirectional inverter 22.

(9) Operating in a travel-to-travel charging mode of operation, as shown in fig. 10. The power of the engine 1 is transmitted to the generator 7, the generator 7 is charged, and the electric energy converted from the mechanical energy thereof is stored in the battery pack via the bidirectional inverter 22.

(10) When the vehicle works in an energy recovery working mode, as shown in fig. 11, under working conditions of braking, sliding and the like, kinetic energy of the wheels is transmitted to the driving motor 21 through the meshing of the main reduction gear 17 and the electric driving gear and the meshing of the driving motor output gear 20 and the electric driving driven gear, and at the moment, the driving motor 21 converts received mechanical energy into electric energy to realize energy recovery.

The double-motor hybrid power system has the following advantages:

firstly, the transmission of the gearbox with two gears is arranged, so that the structure of the gearbox is greatly simplified, the weight of the gearbox is reduced, the load of a vehicle is reduced, and certain contribution is made to the reduction of the price and the improvement of the performance of the vehicle.

And secondly, the generator is connected with the engine in series, so that the power intercommunication of electric energy and mechanical energy can be directly realized, the uninterrupted charging of the generator can be realized under the condition that the engine is idling, and the stability of the vehicle power is ensured.

And thirdly, series connection driving can be realized among the engine, the generator and the driving motor, and continuous energy is provided for pure electric driving.

Fourthly, the generator can realize the starting function of the engine, and the cost of the whole vehicle is directly reduced.

Fifthly, the driving motor is connected with the engine in parallel, so that not only can independent driving of the driving motor and the engine be realized, but also hybrid driving between the driving motor and the engine can be realized, the engine can work in an optimal fuel efficiency area, and the fuel economy of the vehicle is greatly improved.

Sixthly, the generator and the driving motor are connected in series through the bidirectional inverter 22, so that bidirectional circulation of electric energy can be realized, the energy storage requirement of the battery pack is greatly reduced, and the price of the whole vehicle is reduced.

The utility model is described above with reference to the accompanying drawings. It is to be understood that the specific implementations of the utility model are not limited in this respect. Various insubstantial improvements are made by adopting the method conception and the technical scheme of the utility model; the present invention is not limited to the above embodiments, and can be modified in various ways.

Claims (5)

1. The utility model provides a bi-motor hybrid power system, includes input shaft, jackshaft, engine, generator, driving motor and the reduction gears who is connected with the jackshaft which characterized in that: the clutch driving hub is connected with the engine, the clutch driven disc is connected with the input shaft, the first transmission mechanism and the second transmission mechanism are connected with the input shaft and the intermediate shaft, the third transmission mechanism is connected with the clutch driving hub and the generator, the speed reducing mechanism is connected with the driving motor, and the third transmission mechanism is located between the clutch driven disc and the second transmission mechanism.

2. The dual-motor hybrid system according to claim 1, wherein: the first transmission mechanism comprises a first driving gear arranged on the input shaft and a first driven gear meshed with the first driving gear, the second transmission mechanism comprises a second driving gear arranged on the input shaft and a second driven gear meshed with the second driving gear, the first driven gear and the second driven gear are sleeved on the intermediate shaft, and a first-gear synchronizer used for selectively enabling the first driven gear and the second driven gear to be connected with the intermediate shaft is arranged on the intermediate shaft.

3. The dual-motor hybrid system according to claim 2, wherein: the third transmission mechanism comprises a third driving gear connected with the clutch driven disc, a third driven gear meshed with the third driving gear and a generator output gear meshed with the third driven gear, and the generator output gear is connected with the generator.

4. The dual-motor hybrid system according to claim 2 or 3, characterized in that: the fourth transmission mechanism comprises a fourth driving gear, a fourth driven gear and a driving motor output gear, the fourth driven gear and the fourth driven gear synchronously rotate, the driving motor output gear is meshed with the fourth driven gear, the speed reducing mechanism comprises an intermediate shaft pinion and a main speed reducing gear, the intermediate shaft pinion is arranged on the intermediate shaft, and the fourth driving gear is meshed with the fourth driven gear.

5. The dual-motor hybrid system according to claim 4, wherein: the second driven gear is located between the first driven gear and the countershaft pinion.

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