CN217835343U - Hybrid power device and vehicle - Google Patents
Hybrid power device and vehicle Download PDFInfo
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- CN217835343U CN217835343U CN202221353616.3U CN202221353616U CN217835343U CN 217835343 U CN217835343 U CN 217835343U CN 202221353616 U CN202221353616 U CN 202221353616U CN 217835343 U CN217835343 U CN 217835343U
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- shaft
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- engaging portion
- engine
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
Abstract
The utility model belongs to the technical field of hybrid vehicle, especially, relate to a hybrid device and vehicle. The hybrid power device comprises a hybrid power device and a power transmission device, wherein the hybrid power device comprises a first motor, an engine, a first clutch and a second clutch, the first clutch is connected between the first motor and the engine so as to enable an output shaft of the engine to be selectively combined with the first motor, and the second clutch is used for selectively outputting power of the first motor to a wheel end; the engine is arranged on the left side of the first clutch in the direction from the rear to the front of the vehicle, and the rotation direction of the output shaft of the engine is opposite to the rotation direction of the wheel end. The engine is arranged on the left side of the first clutch, and the rotating direction of the output shaft of the engine is opposite to that of the wheel end, so that a reversing gear is not needed, elements of a transmission system are reduced, a transmission chain is shortened, and transmission efficiency is improved.
Description
Technical Field
The utility model belongs to the technical field of hybrid vehicle, especially, relate to a hybrid device and vehicle.
Background
Along with the society is increasingly high to energy-concerving and environment-protective demand, new energy vehicle also becomes the mainstream motorcycle type that the consumer selected gradually, and mainly divide into pure electric motorcycle type and mixed moving vehicle type in the current new energy motorcycle type, the consumer is worried about in order to alleviate continuation of the journey, and demand to mixed moving vehicle type improves gradually, and in the current mixed moving vehicle type, because relate to engine and motor, lead to its transmission system comparatively complicated, the driving chain is longer to lead to transmission efficiency not high, cause whole car economic nature relatively poor.
SUMMERY OF THE UTILITY MODEL
The utility model aims to solve the technical problem that: in a hybrid vehicle in the prior art, an engine and a motor are involved, so that a transmission system is complex, a transmission chain is long, transmission efficiency is low, and the economy of the whole vehicle is poor.
In order to solve the above technical problem, an embodiment of the present invention provides a hybrid power device, including:
a first motor;
an engine;
a first clutch connected between the first motor and an engine to selectively couple an output shaft of the engine with the first motor;
a second clutch for selectively outputting the power of the first motor to a first wheel end;
the engine is disposed on the left side of the first clutch in a vehicle rear-to-front direction, and an output shaft of the engine rotates in a direction opposite to a rotation direction of the first wheel end.
In some embodiments of the present invention, the first motor is disposed on a right side of the first clutch in a direction from rear to front of the vehicle.
In some embodiments of the present invention, the hybrid device further comprises a housing, and the first clutch and the second clutch are both disposed in the housing.
In some embodiments of the present invention, the hybrid device includes a first transmission member engaged with a shaft of the first motor, the first clutch includes a first engaging portion and a second engaging portion, the first engaging portion is connected with the first transmission member, the second engaging portion is connected with an output shaft of the engine, and the first engaging portion is selectively engaged with the second engaging portion.
In some embodiments of the present invention, the hybrid power device further includes a first shaft, the first joint portion is rotatably sleeved on the first shaft through a first bearing, and the second joint portion is fixedly connected to the first shaft.
In some embodiments of the present invention, the first clutch includes a first housing, the first housing is fixedly connected to the first transmission member, and the first engaging portion is disposed in the first housing.
In some embodiments of the present invention, the hybrid power device includes a second shaft, the second clutch includes a third engaging portion and a fourth engaging portion, the third engaging portion is fixedly disposed on the second shaft and engaged with the shaft of the first motor, the fourth engaging portion is connected to the first wheel end in a transmission manner and is sleeved on the second shaft in a rotation manner, and the third engaging portion is selectively engaged with the fourth engaging portion.
In some embodiments of the present invention, the fourth joint is rotatably connected to the second shaft through a third bearing, and the hybrid device further includes a housing, and the second shaft is rotatably connected to the housing through a fourth bearing.
In some embodiments of the present invention, the second clutch further includes a second housing, the second housing is fixedly connected to the second shaft, and the third engaging portion is disposed in the second housing.
In some embodiments of the present invention, the first shaft is disposed coaxially with the second shaft, and the first transmission member is fixed to the second shaft.
In some embodiments of the present invention, the engine, the first clutch and the second clutch are arranged in this order in the axial direction of the first shaft.
In some embodiments of the present invention, in the axial direction of the first shaft, the first engaging portion and the third engaging portion are both fixedly connected to the first transmission member and located on two sides of the first transmission member respectively.
In some embodiments of the present invention, the first shaft is disposed parallel to the second shaft.
In some embodiments of the present invention, the first transmission member is a gear.
In some embodiments of the present invention, the hybrid power device further comprises a second motor for driving the second wheel end. The utility model provides a hybrid device sets up the engine in the left side of first clutch to let the rotation direction of the output shaft of engine and the rotation opposite direction of wheel end, like this, need not set up reversing gear, reduced transmission system's component, shortened the driving chain, thereby improved transmission efficiency.
Another embodiment of the present invention further provides a vehicle, including the hybrid power device described above.
Drawings
Fig. 1 is a schematic view of a hybrid power unit according to an embodiment of the present invention;
fig. 2 is a schematic diagram of a hybrid power device according to another embodiment of the present invention.
The reference numerals in the specification are as follows:
100. a first motor;
200. an engine;
300. a first clutch; 301. a first engaging portion; 302. a second engaging portion;
400. a fourth clutch; 401. a third engaging portion; 402. a fourth engaging portion;
500. a first transmission member;
600. a first shaft;
700. a second shaft;
800. a second motor;
901. a front wheel; 902. a rear wheel;
10. and a power battery.
Detailed Description
In order to make the technical problem, technical scheme and beneficial effect that the utility model solved more clearly understand, combine the embodiment below, it is right the utility model discloses further detailed description proceeds. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
An embodiment of the present invention provides a hybrid power device and a vehicle, the provided vehicle includes the hybrid power device, and the following will use fig. 1 and fig. 2 as examples to specifically explain the hybrid power device.
As shown in fig. 1 and 2, an embodiment of the present invention provides a hybrid power apparatus including a first motor 100, an engine 200, a first clutch 300 and a second clutch 400, wherein the first clutch 300 is connected between the first motor 100 and the engine 200 to selectively engage an output shaft of the engine 200 with the first motor 100, the second clutch 400 is used to selectively output power of the first motor 100 to a first wheel end, the engine 200 is disposed on a left side of the first clutch 300 in a right rear-forward direction of a vehicle, i.e., a direction from a rear wheel to a front wheel 901, and a rotation direction of the output shaft of the engine 200 is opposite to a rotation direction of the first wheel end.
It will be appreciated that the first wheel end is either the wheel end of the front wheel 901 or the wheel end of the rear wheel 902. The present invention will be described below by taking the front wheel 901 as an example of the first wheel end.
In the prior art, the direction of the output shaft of the engine 200 facing the output shaft is counterclockwise, which is a general regulation in the industry.
The embodiment of the utility model discloses a set up engine 200 in the left side of first clutch 300, when towards engine 200's output shaft, the direction of output shaft is anticlockwise, and the wheel needs clockwise forward operation this moment, thereby make engine 200's output shaft can be directly with the differential mechanism meshing of wheel, export power to first wheel end under the condition of avoiding using reversing gear, reduced transmission system's component then, shortened the driving chain, thereby improved transmission efficiency. The engine 200 is arranged on the left side of the first clutch 300, so that the direction of an output shaft is anticlockwise, the industrial specification is met, and the hybrid power device does not need to use a reversing gear, so that the space occupied by the hybrid power device is reduced, and the structure of the whole device is more compact.
In the direction from back to front of the vehicle, the first motor 100 is disposed on the right side of the first clutch 300, and thus in the width direction of the vehicle, the first motor 100 and the engine 200 are disposed on both sides of the first clutch 300, respectively, which is beneficial to the arrangement of the whole hybrid power device and enables the space in the width direction of the vehicle to be reasonably utilized.
In other embodiments, the first motor 100 may be disposed on the left side of the first clutch 300, that is, the first motor 100 and the engine 200 are disposed on the same side of the first clutch 300, so that the space occupied by the hybrid powertrain in the width direction of the vehicle can be reduced, thereby utilizing the space in the length direction of the vehicle. The specific arrangement of the first motor 100 can be arranged reasonably according to actual space requirements.
In the embodiment shown in fig. 1 and fig. 2, a transmission member coaxial with the output shaft of the engine 200 is directly engaged with the differential, and at this time, the number of shafts between the output shaft of the engine 200 and the output shaft of the differential is 0 (as shown in fig. 1), or even-numbered shafts may be provided between the output shaft of the engine 200 and the output shaft of the differential, as shown in fig. 2, the output shaft of the engine 200 and the output shaft of the first motor 100 are connected through a transmission member, and the output shaft of the first motor 100 is transmitted to the differential through the transmission member, and at this time, a reversing gear is not required.
In one embodiment, the hybrid device further includes a housing (not shown), and the first clutch 300 and the second clutch 400 are disposed in the housing, which provides a mounting condition for the first clutch 300 and the second clutch.
In one embodiment, the hybrid power device includes a first transmission member 500 and a first shaft 600, the first transmission member 500 is engaged with a shaft of a first motor, the first clutch 300 includes a first engaging portion 301 and a second engaging portion 302, the first engaging portion 301 is connected with the first transmission member 500, the second engaging portion 302 is connected with an output shaft of the engine 200, and the first engaging portion 301 and the second engaging portion 302 are selectively engaged. In an embodiment, the first shaft 600 may be an output shaft of the engine 200.
In the embodiment shown in fig. 1 and 2, the first transmission member 500 is a gear, and a second transmission member is disposed on a shaft of the first motor for engaging with the first transmission member 500.
In other embodiments, the first transmission member 500 and the second transmission member may also be a planetary carrier or other mechanism for power transmission.
In one embodiment, the second engaging portion 302 is fixedly connected to the first shaft 600, and the first engaging portion 301 is rotatably sleeved on the first shaft 600.
In the embodiment shown in fig. 2, the first engaging portion 301 is rotatably sleeved on the first shaft 600 through a first bearing, and the first shaft 600 is rotatably connected to the housing through a second bearing.
The first clutch 300 includes a first housing fixedly connected to the first transmission member 500, and the first engaging portion 301 is disposed in the first housing. This solution realizes the integration of the first housing with the first transmission member 500, thereby further reducing the volume of the hybrid power device and making the structure more compact.
In the embodiment shown in fig. 2, the hybrid device includes a second shaft 700, the second clutch includes a third engaging portion 401 and a fourth engaging portion 402, the third engaging portion 401 is fixedly disposed on the second shaft 700 and is engaged with a shaft of the first motor, the fourth engaging portion 402 is connected to the first wheel end and is rotatably sleeved on the second shaft 700, and the third engaging portion 401 and the fourth engaging portion 402 are selectively engaged.
In an embodiment, the fourth engaging portion 402 is rotatably sleeved on the second shaft 700 through a third bearing, and the hybrid device further includes a housing, and the second shaft 700 is rotatably connected to the housing through a fourth bearing.
In an embodiment, the second clutch 400 further includes a second housing, the second housing is connected with the first transmission member 500, and the third engaging portion 401 is disposed in the second housing. At this time, the third joint 401 is engaged with the shaft of the first motor through the first transmission 500. According to the scheme, the second clutch 400 and the first transmission piece 500 are integrated through the connection of the first shell and the first transmission piece 500, so that the size of the hybrid power device is further reduced, and the structure is more compact.
As shown in fig. 2, the first shaft 600 is disposed in parallel with the second shaft 700, and the shaft of the first motor is disposed in parallel between the first shaft 600 and the second shaft 700.
In the embodiment shown in fig. 1, the first shaft 600 and the second shaft 700 are coaxially arranged, the first transmission member 500 is fixedly arranged on the second shaft 700, the first engaging portion 301 fixedly connected with the first transmission member 500 is also fixedly connected to the second shaft 700, the first engaging portion 301 of the first clutch 300, the third engaging portion 401 of the second clutch and the first transmission member 500 are all fixed on the second shaft 700, and the first engaging portion 301, the third engaging portion 401 and the first transmission member 500 are fixedly connected, so that the engine 200, the first clutch 300 and the second clutch 400 are sequentially arranged.
Specifically, in the axial direction of the first shaft 600, the radial space occupied by the first shaft 600 and the second shaft 700 is reduced as compared with the embodiment shown in fig. 2, which reduces the radial size of the entire hybrid device. At this time, the first transmission 500 is fixedly connected to the third engaging portion 401, and at this time, the first transmission 500 serves as a mounting carrier for both the third engaging portion 401 and the first engaging portion 301, thereby achieving high integration of the first clutch 300 and the second clutch 400. In an embodiment not shown, in the axial direction of the first shaft 600, the first engaging portion 301 and the third engaging portion 401 are both fixedly connected to the first transmission member 500 and located at two sides of the first transmission member 500 respectively. And on the axis of the first shaft 600, the projection of the first joint part 301 and the projection of the third joint part 401 are at least partially overlapped, so that the integration of the first transmission piece 500, the first joint part 301 and the third joint part 401 is realized, and on the basis that the first shaft 600 and the second shaft 700 are coaxially and integrally arranged, the axial size is further reduced, so that the whole structure is more compact.
In the embodiment shown in fig. 1 and 2, the hybrid power device further includes a second electric machine 800, and the second electric machine 800 outputs power to a second wheel end, i.e., a rear wheel 902, through a transmission mechanism and a differential. The transmission mechanism can be a gear meshing structure, and can also be a planet carrier and other mechanisms. At this time, the first motor 100 is used to output power to the front wheels 901 to drive the front wheels 901.
The hybrid power device can realize a four-wheel drive mode by utilizing two motors and one engine 200, and compared with the prior art, the four-wheel drive mode has the advantages that the front drive mode is realized by two motors, the rear drive mode is realized by one motor, and the four-wheel drive mode saves one motor and saves the cost by three motors.
As shown in fig. 1 and 2, the hybrid device further includes a power battery 10, the power battery 10 is electrically connected to the first motor 100 and the second motor 800, so that the power battery 10 can supply power to the first motor 100 and the second motor 800, and the first motor 100 is electrically connected to the second motor 800, so that power can be supplied to the second motor 800 and the power battery 10 when the first motor 100 generates power.
The utility model provides a vehicle has a plurality of traveling mode:
1. precursor mode:
(1) when the first engaging portion 301 and the second engaging portion 302 of the first clutch 300 are disengaged and the third engaging portion 401 and the fourth engaging portion 402 of the second clutch 100 are engaged, the first motor 100 outputs power to the front wheel end through the second clutch 100;
(2) when the first engaging portion 301 of the first clutch 300 is engaged with the second engaging portion 302 and the third engaging portion 401 and the fourth engaging portion 402 of the second clutch 400 are engaged, the engine 200 outputs power to the front wheel end through the first clutch 300 and the second clutch 400, at this time, the first motor 100 may be in an idling state or a driving state, and when the first motor 100 is in an idling state, the engine 200 outputs power to the first motor 100 to generate power by the first motor 100, and electric energy of the first motor 100 may be stored in the power battery 10. When the first electric motor 100 is in a driving state, the engine 200 and the first electric motor 100 output power to the front wheel end together, and the hybrid forward driving mode is performed.
2. A rear drive mode:
(1) when the first joint part 301 and the second joint part 302 of the first clutch 300 are disconnected and the third joint part 401 and the fourth joint part 402 of the second clutch 100 are disconnected, the power battery outputs electric energy to the second motor 800, so that the second motor 800 outputs power to the rear wheel end;
(2) when the first engaging portion 301 and the second engaging portion 302 of the first clutch 300 are engaged and the third engaging portion 401 and the fourth engaging portion 402 of the second clutch 100 are disengaged, the engine 200 outputs power to the first motor 100 to generate power for the first motor 100, and electric energy of the first motor 100 may be stored in the power battery 10 to enable the power battery 10 to continuously output electric energy to the second motor 800.
3. A four-wheel drive mode:
(1) when the first engaging portion 301 and the second engaging portion 302 of the first clutch 300 are disengaged and the third engaging portion 401 and the fourth engaging portion 402 of the second clutch 100 are engaged, the first motor 100 outputs power to the front wheel end through the second clutch 100, and the second motor 800 outputs power to the rear wheel end, which is an all-electric four-wheel drive mode;
(2) when the first engaging portion 301 of the first clutch 300 is engaged with the second engaging portion 302 and the third engaging portion 401 and the fourth engaging portion 402 of the second clutch 400 are engaged, the engine 200 outputs power to the front wheel end through the first clutch 300 and the second clutch 400, and the second motor 800 outputs power to the rear wheel end, in this case, a hybrid four-wheel drive mode is used, in which the first motor 100 may be in an idling state to generate power and transmit the power to the power battery 10 as described above.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not intended to limit the present invention, and any modifications, equivalents, improvements, etc. made within the spirit and principles of the present invention should be included within the scope of the present invention.
Claims (16)
1. A hybrid device, characterized by comprising:
a first motor;
an engine;
a first clutch connected between the first electric machine and an engine to selectively couple an output shaft of the engine with the first electric machine;
a second clutch for selectively outputting the power of the first motor to a first wheel end;
the engine is disposed on the left side of the first clutch in a vehicle rear-to-front direction, and an output shaft of the engine rotates in a direction opposite to a rotation direction of the first wheel end.
2. The hybrid device according to claim 1, characterized in that the first electric machine is disposed on the right side of the first clutch in a backward-forward direction of the vehicle.
3. The hybrid device of claim 1, further comprising a housing, the first clutch and the second clutch each being disposed within the housing.
4. The hybrid device according to claim 1, characterized in that the hybrid device includes a first transmission member that meshes with a shaft of the first motor, and the first clutch includes a first engagement portion that is connected with the first transmission member and a second engagement portion that is connected with an output shaft of the engine, the first engagement portion being selectively engaged with the second engagement portion.
5. The hybrid device according to claim 4, further comprising a first shaft, wherein the first joint is rotatably fitted over the first shaft via a first bearing, and wherein the second joint is fixedly coupled to the first shaft.
6. The hybrid device according to claim 4, wherein the first clutch includes a first housing fixedly connected to the first transmission member, and the first engaging portion is provided in the first housing.
7. The hybrid device according to claim 5, wherein the hybrid device includes a second shaft, the second clutch includes a third engaging portion and a fourth engaging portion, the third engaging portion is fixedly disposed on the second shaft and engaged with a shaft of the first motor, the fourth engaging portion is in transmission connection with the first wheel end and rotatably sleeved on the second shaft, and the third engaging portion is selectively engaged with the fourth engaging portion.
8. The hybrid device according to claim 7, wherein the fourth engaging portion is rotatably fitted over the second shaft via a third bearing, the hybrid device further comprising a housing, the second shaft being rotatably coupled to the housing via a fourth bearing.
9. The hybrid device according to claim 7, wherein the second clutch further includes a second housing that is fixedly connected with the second shaft, the third engaging portion being provided in the second housing.
10. A hybrid power unit according to any one of claims 7 to 9 wherein the first shaft is disposed coaxially with the second shaft, the first transmission member being fixed to the second shaft.
11. The hybrid device according to claim 10, wherein the engine, the first clutch, and the second clutch are arranged in this order in an axial direction of the first shaft.
12. The hybrid device according to claim 10, wherein the first engaging portion and the third engaging portion are both fixedly connected to the first transmission member and located on both sides of the first transmission member in an axial direction of the first shaft.
13. A hybrid device according to any one of claims 7-9, characterised in that the first shaft is arranged in parallel with the second shaft.
14. A hybrid device according to claim 4, wherein the first transmission member is a gear.
15. A hybrid device according to any one of claims 7-9, characterised in that the hybrid device further comprises a second electric machine for driving the second wheel end.
16. A vehicle characterized by comprising the hybrid power unit according to any one of claims 1 to 15.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202221353616.3U CN217835343U (en) | 2022-05-31 | 2022-05-31 | Hybrid power device and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202221353616.3U CN217835343U (en) | 2022-05-31 | 2022-05-31 | Hybrid power device and vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN217835343U true CN217835343U (en) | 2022-11-18 |
Family
ID=84022768
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202221353616.3U Active CN217835343U (en) | 2022-05-31 | 2022-05-31 | Hybrid power device and vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN217835343U (en) |
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2022
- 2022-05-31 CN CN202221353616.3U patent/CN217835343U/en active Active
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