CN219115231U - Hybrid power system and vehicle - Google Patents

Abstract

The utility model provides a hybrid power system and a vehicle. The power of the engine and the power of the first motor can be selectively transmitted to the second input shaft, the power of the first input shaft can be transmitted to the first output shaft, or the power of the first output shaft can be transmitted to the second input shaft. The power on the second input shaft can be selectively transferred to the second output shaft. The power input and the flow direction are controlled through the starting and the closing of the motor, the first motor and the second motor and the disconnection and the connection of the first double clutch and the second double clutch; and the first transmission gear and the second transmission gear have different transmission ratios, so that a multi-gear multi-mode driving force driving mode can be realized.

Description

Hybrid power system and vehicle

Technical Field

The utility model relates to the field of automobile power systems, in particular to a hybrid power system and a vehicle.

Background

At present, the motor hybrid power technology is fully applied to new energy automobiles, and the hybrid power automobiles at least provide output of two power sources, namely an engine and a motor. The most representative hybrid power systems include series systems, parallel systems, and series-parallel systems.

The series system generally consists of an engine plus two motors, one of which is a generator and the other of which is a drive motor, the engine does not participate in directly driving the vehicle, but directly drives the vehicle by the motor by transmitting electrical energy to the motor through an electrical connection after generating power for the generator. Although the engine does not directly participate in driving and can always work in a high-efficiency area, the system efficiency is lower because the whole power path passes through multiple energy conversion. In addition, because all power is provided by the driving motor, the motor is high in requirement and large in weight and volume.

Parallel systems can have three drive modes, namely electric only, engine driven and hybrid driven. And the system is usually composed of only one engine and one motor, and the motor can play roles of a generator and a driving motor according to requirements. The engine in the parallel system is used for continuous high-speed running, and the motor runs at low speed in urban areas, so that the power distribution of the power device is more reasonable, and the motor can run in the respective efficiency advantage range. However, the parallel system gives up the advantages of the series system, i.e. the engine is not always in optimum operation.

The series-parallel system (series-parallel connection) integrates the advantages of the series system and the parallel system, but has more complex structure.

Disclosure of Invention

The utility model aims to provide a hybrid power system which has a simple structure and can realize a multi-gear multi-mode driving force driving mode.

In order to solve the technical problems, the utility model adopts the following technical scheme:

according to one aspect of the present utility model, there is provided a hybrid system including: the engine is connected with a first input shaft; a first motor; the first double clutch is connected with a second input shaft; the first input shaft and the first motor are respectively connected with the first double clutch, so that power of the engine and power of the first motor can be selectively transmitted to the second input shaft, or the power on the first input shaft can be transmitted to the first motor for the first motor to generate power; the second motor is connected with a first output shaft; a first transmission gear set is arranged between the second input shaft and the first output shaft; the second double clutch is connected with a second output shaft; a second transmission gear set is arranged between the second input shaft and the second double clutch so that power on the second input shaft can be selectively transmitted to the second output shaft; the first output shaft is connected to the second dual clutch to enable selective transfer of power between the first output shaft and the second dual clutch; the first and second drive gears have different gear ratios; the second output shaft is used for outputting power outwards.

In some embodiments of the present application, the first dual clutch includes a first driving disk, and two first clutches disposed on opposite sides of the first driving disk; the two first clutches are respectively detachably coupled with the first driving disk; the first driving disc is in transmission connection with the first motor; the first input shaft and the second input shaft are coaxially arranged; the two first clutches are respectively connected with the first input shaft and the second input shaft.

In some embodiments of the present application, a central shaft is fixed on the first driving disk; the central shaft and the second input shaft are coaxially arranged; the second input shaft is an empty shaft, and is nested outside the central shaft.

In some embodiments of the present application, the second double clutch includes a second driving disk, and two second clutches disposed on opposite sides of the second driving disk; the two second clutches are respectively detachably coupled with the second driving disk; the second driving disc is fixedly connected with the second output shaft; a second transmission gear set is arranged between one second clutch and the second input shaft, and the other second clutch is fixedly connected with the first output shaft; the first output shaft and the second output shaft are coaxially arranged.

In some embodiments of the present application, the first output shaft is a hollow shaft, and the first output shaft is nested outside the first output shaft.

In some embodiments of the present application, the hybrid system further comprises an intermediate shaft, and a differential disposed on the intermediate shaft; a driving reduction gear is fixed on the first output shaft, and a driven reduction gear is connected to the differential mechanism; the driving reduction gear is meshed with the driven reduction gear; the intermediate shaft is used for transmitting power to the wheels.

In some embodiments of the present application, the first drive gear set includes a first driving gear sleeved and fixed on the outer periphery of the second input shaft, and a first driven gear sleeved and fixed on the outer periphery of the first output shaft; the first driven gear is meshed with the first driving gear.

In some embodiments of the present application, the second transmission gear set includes a second driving gear sleeved and fixed on the outer periphery of the second input shaft, and a second driven gear fixedly connected to the second double clutch; the second driven gear is meshed with the second driving gear.

In some embodiments of the present application, the first and second electric machines are both motor generators.

According to another aspect of the present application, there is provided a vehicle comprising the above hybrid system and wheels, the second output shaft being drivingly connected to the wheels.

According to the technical scheme, the utility model has at least the following advantages and positive effects:

in the utility model, the connection of the first motor and the engine on the first double clutch is controlled to correspondingly disconnect and connect the first double clutch, so that the power of the engine and the power of the first motor can be selectively transmitted to the second input shaft, and the power of the engine and the power of the first motor can be transmitted to the second input shaft. A first gear set is disposed between the second input shaft and the first output shaft to enable power on the first input shaft to be transferred to the first output shaft or power on the first output shaft to be transferred to the second input shaft. A second transmission gear is arranged between the second double clutches of the second input shaft, so that power on the second input shaft can be selectively transmitted to the second output shaft. And the disconnection and connection of the second double clutch are adopted so that power can be transmitted between the first output shaft and the second output shaft.

The power input and the flow direction are controlled through the starting and the closing of the motor, the first motor and the second motor and the disconnection and the connection of the first double clutch and the second double clutch; and the first transmission gear and the second transmission gear have different transmission ratios, so that a multi-gear multi-mode driving force driving mode can be realized.

Drawings

Fig. 1 is a schematic diagram of a hybrid powertrain of the present utility model.

Fig. 2 is a schematic power transmission diagram in a single motor one-gear electric mode of the hybrid system.

Fig. 3 is a schematic diagram of power transmission in a single motor two-gear electric mode of the hybrid powertrain.

Fig. 4 is a schematic power transmission diagram in a hybrid system single motor three-gear electric mode.

Fig. 5 is a schematic power transmission diagram in a single motor four-gear electric mode of the hybrid system.

Fig. 6 is a schematic diagram of power transmission in a hybrid system two-motor one-gear electric mode.

Fig. 7 is a schematic diagram of power transmission in a two-motor two-speed electric mode of the hybrid system.

Fig. 8 is a schematic power transmission diagram in the direct-drive first-gear mode of the hybrid system engine.

Fig. 9 is a schematic power transmission diagram in the direct-drive two-gear mode of the hybrid system engine.

Fig. 10 is a schematic power transmission diagram of the hybrid system in the parallel hybrid primary mode.

Fig. 11 is a schematic diagram of power transmission in a parallel hybrid two-stage mode of the hybrid system.

Fig. 12 is a schematic diagram of power transmission in a hybrid system parallel hybrid three-stage mode.

Fig. 13 is a schematic diagram of power transmission in a parallel hybrid four-stage mode of the hybrid system.

Fig. 14 is a schematic power transmission diagram in the range-increasing first gear mode of the hybrid system.

Fig. 15 is a schematic power transmission diagram in the range-extending second gear mode of the hybrid system.

Fig. 16 is a power transmission schematic diagram of the hybrid system brake power generation mode.

The reference numerals are explained as follows: 100. an engine; 110. a first motor; 120. a second motor; 210. a first double clutch; 211. a first active disk; 212. a first clutch; 213. a first clutch; 214. a central shaft; 220. a second double clutch; 221. a second active disk; 222. a second clutch; 223. a second clutch; 310. a first input shaft; 320. a second input shaft; 410. a first output shaft; 420. a second output shaft; 510. a first drive gear set; 511. a first drive gear; 512. a first driven gear; 520. a second drive gear set; 521. a second drive gear; 522. a second driven gear; 600. an intermediate shaft; 610. a differential; 620. a driving reduction gear; 630. a driven reduction gear; 900. and (3) a wheel.

Detailed Description

Exemplary embodiments that embody features and advantages of the present utility model will be described in detail in the following description. It will be understood that the utility model is capable of various modifications in various embodiments, all without departing from the scope of the utility model, and that the description and illustrations herein are intended to be by way of illustration only and not to be construed as limiting the utility model.

In the description of the present application, it should be understood that the terms "center," "longitudinal," "transverse," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," etc. indicate or are based on the orientation or positional relationship shown in the drawings, merely for convenience of description and to simplify the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present application. Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more of the described features. In the description of the present application, the meaning of "a plurality" is two or more, unless explicitly defined otherwise.

Fig. 1 is a schematic diagram of a hybrid powertrain of the present utility model.

For convenience of description and understanding, the left-right direction in the drawing is left-right direction with reference to the state shown in fig. 1.

Referring to fig. 1, the present embodiment provides a hybrid system for use on a vehicle for powering rotation of wheels 900. The hybrid powertrain includes an engine 100, a first electric machine 110, a second electric machine 120, a first dual clutch 210, a second dual clutch 220, a first input shaft 310, a second input shaft 320, a first output shaft 410, a second output shaft 420, a first drive gear set 510, and a second drive gear set 520.

The first double clutch 210 includes a first driving plate 211, and two first clutches (212, 213) disposed on opposite sides of the first driving plate 211; the two first clutches (212, 213) can be each detachably coupled to the first driving disk 211. The two first clutches (212, 213) share one first driving disc 211, and the two first clutches 212 are arranged in a back-to-back mode, so that the integrated structure of the two first clutches (212, 213) is small in size, and therefore the structure of the hybrid power system is simple and compact, and the size of the whole hybrid power system is small, so that the hybrid power system can be conveniently installed in a limited space of a vehicle.

The provision of the first double clutch 210, the disconnection and engagement between the first clutch (212, 213) and the first driving disc 211, enables power to be transmitted between the first driving disc 211 and the two first clutches (212, 213).

The first driving disc 211 is in transmission connection with the first motor 110; the first input shaft 310 and the second input shaft 320 are coaxially disposed; the two first clutches (212, 213) connect the first input shaft 310 and the second input shaft 320 by a spline interference fit, respectively. The first clutch 212 is connected to a first input shaft 310. The first clutch 213 is connected to the second input shaft 320.

In this embodiment, a central shaft 214 is fixed on the first driving disc 211, the first driving disc 211 is connected to the central shaft 214 through a spline interference fit, and the first driving disc 211 rotates around the central shaft 214. The center shaft 214 and the second input shaft 320 are coaxially disposed; the second input shaft 320 is a hollow shaft, and the second input shaft 320 is nested outside the central shaft 214, so that the structure of the hybrid system is more compact in a limited space. Specifically, a bearing is provided between the outer periphery of the center shaft 214 and the inner periphery of the second input shaft 320 so that the second input shaft 320 can rotate with respect to the center shaft 214. The bearing is a needle bearing, a ball bearing, or the like.

The second double clutch 220 includes a second driving disc 221, and two second clutches (222, 223) disposed on opposite sides of the second driving disc 221; two second clutches (222, 223) are respectively detachably coupleable with the second driving disk 221; the two second clutches (222, 223) share one second driving disc 221, and the two second clutches (222, 223) are arranged in a way of being opposite to each other, so that the integrated structure of the two second clutches (222, 223) is small in size, the power system is simple and compact in structure, and the whole hybrid power system is small in size, so that the hybrid power system can be installed in a limited space of a vehicle conveniently.

By the arrangement of the second double clutch 220, the two second clutches (222, 223) and the second driving disk 221 are disconnected and engaged to enable power to be transmitted between the second driving disk 221 and the two second clutches (222, 223).

The second driving disc 221 is fixedly connected with the second output shaft 420; a second transmission gear set 520 is arranged between one second clutch 222 and the second input shaft 320, and the other second clutch 223 is fixedly connected with the first output shaft 410; the first output shaft 410 and the second output shaft 420 are coaxially disposed. In this embodiment, the second driving disk 221 and the second output shaft 420 are connected together by a spline interference fit,

engine 100 is coupled to first input shaft 310 and first input shaft 310 is coupled to first dual clutch 210 for transmitting power to first dual clutch 210. In this embodiment, engine 100 and first input shaft 310 are bolted together. In some embodiments, the output shaft of engine 100 is first input shaft 310.

The engine 100 is in transmission connection with the first double clutch 210, the first motor 110 is in transmission connection with the first double clutch 210, and power of the engine 100 can be transmitted to the first double clutch 210. The first motor 110 is drivingly connected to the first dual clutch 210 for transmitting power from the first motor 110 or such that power from the first dual clutch 210 is transmitted to the first motor 110. The rotor of the first motor 110 is integrated with the first driving disk 211.

The first motor 110 is the motor-generator 100, and can be used for both power output and power generation. The first dual clutch 210 is connected to the second input shaft 320; the first input shaft 310 and the first motor 110 are connected to the first double clutch 210, respectively, so that power of the engine 100 and the first motor 110 can be selectively transferred to the second input shaft 320, or so that power on the first input shaft 310 can be transferred to the first motor 110 for the first motor 110 to generate electricity. In this embodiment, the rotor of the first motor 110 is connected together by an interference fit of the spline and the second input shaft 320.

The engine 100 and the first motor 110 can be operated separately, respectively, to transmit power to the second input shaft 320, respectively. The engine 100 and the first motor 110 can be operated simultaneously, thereby transmitting power of the engine 100 and the first motor 110 to the second input shaft 320. The power of the engine 100 can also be transmitted to the first motor 110 to drive the first motor 110 to rotate, so that the first motor 110 generates electricity.

The second motor 120 is a motor generator. The second motor 120 is connected to the first output shaft 410 for transmitting power from the second motor 120 to the first output shaft 410; or to enable the power on the first output shaft 410 to be transmitted to the second motor 120 to rotate the second motor 120 to generate electricity. The rotor of the second motor 120 and the first output shaft 410 are press-fit together by interference fit.

A first drive gear set 510 is provided between the second input shaft 320 and the first output shaft 410 to enable power to be transferred between the second input shaft 320 and the first output shaft 410.

In this embodiment, the first transmission gear set 510 includes a first driving gear 511 sleeved and fixed on the outer circumference of the second input shaft 320, and a first driven gear 512 sleeved and fixed on the outer circumference of the first output shaft 410; the first driven gear 512 is engaged with the first driving gear 511.

The second double clutch 220 is connected to a second output shaft 420; a second drive gear set 520 is disposed between the second input shaft 320 and the second dual clutch 220 to enable selective transfer of power from the second input shaft 320 to the second output shaft 420; the first output shaft 410 is connected to the second double clutch 220; the first drive gear set 510 and the second drive gear set 520 have different gear ratios; the second output shaft 420 is used to transmit power outwards.

The second transmission gear set 520 includes a second driving gear 521 sleeved and fixed on the outer circumference of the second input shaft 320, and a second driven gear 522 fixedly connected to the second double clutch 220; the second driven gear 522 is meshed with the second driving gear 521. The second driven gear 522 is connected to the second clutch 222.

The second input shaft 320 and the first and second drive gears 511, 521 may be connected together by a spline interference fit or the first and second drive gears 511, 521 may be produced directly on the second input shaft 320, respectively.

The second driving disk 221 is connected with the second output shaft 420 through a spline interference fit, the second driven gear 522 is supported on the second output shaft 420 through a needle bearing, and the second driven gear 522 is connected with the second clutch 222 through a spline interference fit.

In this embodiment, the hybrid system further includes an intermediate shaft 600, and a differential 610 disposed on the intermediate shaft 600; a driving reduction gear 620 is fixed on the first output shaft 410, and a driven reduction gear 630 is connected to the differential gear 610; the driving reduction gear 620 and the driven reduction gear 630 are engaged; the intermediate shaft 600 is used to transmit power to the wheels 900.

In this embodiment, one end of the first input shaft 310 and the engine 100 are fixedly coupled together by bolts, and the other end of the first input shaft 310 and the first clutch 212 are coupled together by spline clearance fit. One end of the second input shaft 320 and the first clutch 213 are connected together by spline clearance fit.

The second output shaft 420 is integrally formed with the drive reduction gear 620, the first output shaft 410 is a hollow shaft, the first output shaft 410 is nested on the second output shaft 420 through the support of a needle bearing, and the first output shaft 410 and the second clutch 223 are connected together through spline clearance fit. The rotor of the second motor 120 is press-fitted onto the first output shaft 410 by interference fit, and the first driven gear 512 and the first output shaft 410 are connected together by spline interference fit.

In this embodiment, a vehicle is further provided, including the aforementioned hybrid system and the wheel 900, and the second output shaft 420 is drivingly connected to the wheel 900.

In the present utility model, the connection of the first motor 110 and the engine 100 to the first dual clutch 210 is controlled by controlling the corresponding disconnection and connection of the first dual clutch 210 so that the power of the engine 100 and the power of the first motor 110 can be selectively transmitted to the second input shaft 320, so that the power of the engine 100 and the power of the first motor 110 can be transmitted to the second input shaft 320. A first gear set is provided between the second input shaft 320 and the first output shaft 410 to enable power on the first input shaft 310 to be transferred to the first output shaft 410 or power on the first output shaft 410 to be transferred to the second input shaft 320. A second transfer gear is disposed between the second input shaft 320 and the second double clutch 220 to enable selective transfer of power from the second input shaft 320 to the second output shaft 420. By the disconnection and connection of the second double clutch 220, so that power can be transferred between the first output shaft 410 and the second output shaft 420.

The power input and the flow direction are controlled by the starting and the closing of the motor, the first motor 110 and the second motor 120 and the disconnection and the connection of the first double clutch 210 and the second double clutch 220; and the first transmission gear and the second transmission gear have different transmission ratios, so that a multi-gear multi-mode driving force driving mode can be realized.

The first input shaft 310, the second input shaft 320 and the central shaft 214 are coaxially arranged, and the second input shaft 320 is an empty shaft and is sleeved on the periphery of the central shaft 214, so that the axes of the second input shaft 320 and the central shaft 214 are partially overlapped, and the structure is more compact. The first output shaft 410 and the second output shaft 420 are coaxially disposed; the first output shaft 410 is an empty shaft and is sleeved on the outer periphery of the second output shaft 420, so that the axes of the first output shaft 410 and the second output shaft 420 are partially overlapped, and the structure is compact. The first input shaft 310, the second input shaft 320, and the central shaft 214 are coaxially disposed, and the first output shaft 410 and the second output shaft 420 are coaxially disposed, so that the hybrid power system has only two rotational axes, and the hybrid power system has a compact structure.

The first dual clutch 210 and the second dual clutch 220 are dual clutches back to back, and one dual clutch is integrated with the rotor of the first motor 110, so that the whole mechanism is simple and compact, and the system size is small.

Based on the structure, the hybrid power system has a plurality of different operation modes.

Fig. 2 is a schematic power transmission diagram in a single motor one-gear electric mode of the hybrid system.

Referring to fig. 2, the direction of the arrow in fig. 2 is the transmission direction of the power. In the single motor first gear electric mode, neither the engine 100 nor the first motor 110 is operated. The two first clutches (212, 213) of the first double clutch 210 are each disconnected from the first driving disk 211. The second clutch 223 is disconnected from the second driving disk 221. The second motor 120 is started and the second clutch 222 is engaged with the second driving disk 221. The power transmission path has a path in which the power is transmitted to the wheels 900 through the intermediate shaft 600, and the second motor 120, the second output shaft 420, the first transmission gear set 510, the second input shaft 320, the second transmission gear set 520, the second output shaft 420, the driving reduction gear 620, the driven reduction gear 630, the differential 610, and the intermediate shaft 600 are sequentially transmitted. When the vehicle runs at full speed, the system can be driven in a single-motor one-gear driving mode.

Fig. 3 is a schematic diagram of power transmission in a single motor two-gear electric mode of the hybrid powertrain.

Referring to fig. 3, the direction of the arrow in fig. 3 is the transmission direction of the power. In the single-motor two-speed electric mode, neither the engine 100 nor the first motor 110 is operated. The two first clutches (212, 213) of the first double clutch 210 are each disconnected from the first driving disk 211. The second clutch 222 is disconnected from the second driving disc 221. The second motor 120 is started and the second clutch 223 is engaged with the second driving disk 221. The power transmission path has a path in which the power is transmitted to the wheels 900 through the intermediate shaft 600 in the order of the second motor 120, the first output shaft 410, the second output shaft 420, the driving reduction gear 620, the driven reduction gear 630, the differential 610, and the intermediate shaft 600. When the vehicle runs at the medium and high speed, the system can drive in a single-motor two-gear driving mode, and can reduce the driving rotation speed of the second motor 120, so that the second motor 120 is in a more efficient driving interval.

Fig. 4 is a schematic power transmission diagram in a hybrid system single motor three-gear electric mode.

Referring to fig. 4, the direction of the arrow in fig. 4 is the transmission direction of the power. In the single-motor three-speed electric mode, engine 100 and second motor 120 are not operating. The first clutch 212 is disconnected from the first driving disk 211, and the second clutch 223 is engaged with the first driving disk 211. The second clutch 222 is engaged with the second driving disk 221, the second clutch 223 is disengaged from the second driving disk 221, and the first motor 110 operates.

The power transmission path has a path in which power is transmitted to the wheels 900 through the intermediate shaft 600 in the order of the first motor 110, the second input shaft 320, the second transmission gear set 520, the second output shaft 420, the driving reduction gear 620, the driven reduction gear 630, the differential 610, and the intermediate shaft 600. When the automobile is in a medium-high speed working condition, the system can be driven in a single-motor three-gear mode.

Fig. 5 is a schematic power transmission diagram in a single motor four-gear electric mode of the hybrid system.

Referring to fig. 5, the power transmission direction in fig. 5 is shown as an arrow direction in the figure, and engine 100 and second electric machine 120 are not operated in the single-motor four-speed electric mode. The first clutch 212 is disconnected from the first driving disk 211, and the second clutch 223 is engaged with the first driving disk 211. The second clutch 222 is disconnected from the second driving disk 221, the second clutch 223 is coupled to the second driving disk 221, and the first motor 110 operates.

The power transmission path has a path in which power is transmitted to the wheels 900 through the intermediate shaft 600, and the power is transmitted to the first motor 110, the second input shaft 320, the first transmission gear set 510, the first output shaft 410, the second output shaft 420, the driving reduction gear 620, the driven reduction gear 630, the differential 610, and the intermediate shaft 600 in this order. When the automobile is in a high-speed working condition, the system can be driven in a single-motor four-gear electric mode.

Fig. 6 is a schematic diagram of power transmission in a hybrid system two-motor one-gear electric mode.

Referring to fig. 6, the power transmission direction in fig. 6 is shown as an arrow direction in the drawing, and in the two-motor one-gear electric mode, engine 100 is not operated, and first motor 110 and second motor 120 are operated. The first clutch 212 is disconnected from the first driving disk 211, and the first clutch 213 is engaged with the first driving disk 211. The second clutch 222 is engaged with the second driving disk 221, and the second clutch 223 is disengaged from the second driving disk 221.

The power transmission path has two paths, and the power transmission direction of the first path is, in order, the second motor 120, the first output shaft 410, the second output shaft 420, the driving reduction gear 620, the driven reduction gear 630, the differential 610, and the intermediate shaft 600, and is transmitted to the wheels 900 through the intermediate shaft 600.

The power transmission direction of the second path is, in order, the second motor 120, the second output shaft 420, the first transmission gear set 510, the second input shaft 320, the second transmission gear set 520, the second output shaft 420, the driving reduction gear 620, the driven reduction gear 630, the differential 610, and the intermediate shaft 600, and is transmitted to the wheels 900 through the intermediate shaft 600. When the automobile is in a low-speed and rapid acceleration working condition, the system can be driven in a double-motor one-gear electric mode so as to provide greater power.

Fig. 7 is a schematic diagram of power transmission in a two-motor two-speed electric mode of the hybrid system.

Referring to fig. 7, the power transmission direction in fig. 7 is shown as an arrow direction in the drawing, and in the two-motor two-speed electric mode, engine 100 is not operated, and first motor 110 and second motor 120 are operated. The first clutch 212 is disconnected from the first driving disk 211, and the first clutch 213 is engaged with the first driving disk 211. The second clutch 222 is disconnected from the second driving disk 221, and the second clutch 223 is engaged with the second driving disk 221.

The power transmission path has two paths, and the power transmission direction of the first path is, in order, the first motor 110, the second input shaft 320, the first transmission gear set 510, the first output shaft 410, the second output shaft 420, the driving reduction gear 620, the driven reduction gear 630, the differential 610, and the intermediate shaft 600, and is transmitted to the wheels 900 through the intermediate shaft 600.

The power transmission direction of the second path is, in order, the second motor 120, the first output shaft 410, the second output shaft 420, the driving reduction gear 620, the driven reduction gear 630, the differential 610, and the intermediate shaft 600, and is transmitted to the wheels 900 through the intermediate shaft 600. When the automobile is in a medium-high speed and rapid acceleration working condition, the system can be driven in a double-motor two-gear electric mode.

Fig. 8 is a schematic power transmission diagram in the direct-drive first-gear mode of the hybrid system engine.

Referring to fig. 8, the power transmission direction in fig. 8 is shown as an arrow direction in the figure, and in the direct-drive first-gear drive mode of engine 100, engine 100 is operated, and first motor 110 and second motor 120 are not operated. The first clutch 212 is coupled to the first driving plate 211, and the first clutch 213 is coupled to the first driving plate 211. The second clutch 222 is engaged with the second driving disk 221, and the second clutch 223 is disengaged from the second driving disk 221.

The power transmission path has a path in which power is transmitted to the wheels 900 through the intermediate shaft 600, in order of the engine 100, the first input shaft 310, the second input shaft 320, the second transmission gear set 520, the second output shaft 420, the driving reduction gear 620, the driven reduction gear 630, the differential 610, and the intermediate shaft 600. When the vehicle is in a medium speed condition, the system can be driven in the direct drive first gear mode of the engine 100.

Fig. 9 is a schematic power transmission diagram in the direct-drive two-gear mode of the hybrid system engine.

Referring to fig. 9, the power transmission direction in fig. 9 is shown as an arrow direction in the drawing, and in the direct-drive two-speed drive mode of engine 100, engine 100 is operated, and first motor 110 and second motor 120 are not operated. The first clutch 212 is coupled to the first driving plate 211, and the first clutch 213 is coupled to the first driving plate 211. The second clutch 222 is disconnected from the second driving disk 221, and the second clutch 223 is engaged with the second driving disk 221.

The power transmission path has a path in which power is transmitted to the wheels 900 through the intermediate shaft 600 in the order of the engine 100, the first input shaft 310, the second input shaft 320, the first transmission gear set 510, the first output shaft 410, the second output shaft 420, the driving reduction gear 620, the driven reduction gear 630, the differential 610, and the intermediate shaft 600. When the vehicle is in a high speed condition, the system can be driven in the direct drive two-gear mode of the engine 100.

Fig. 10 is a schematic diagram of power transmission in a parallel hybrid primary mode of the hybrid system.

Referring to fig. 10, the power transmission direction in fig. 10 is shown as an arrow direction in the drawing, and in the parallel hybrid primary mode, engine 100 is operated and second motor 120 is operated, and first motor 110 is not operated. The first clutch 212 is coupled to the first driving plate 211, and the first clutch 213 is coupled to the first driving plate 211. The second clutch 222 is engaged with the second driving disk 221, and the second clutch 223 is disengaged from the second driving disk 221.

The power transmission path has two paths, and the power transmission direction of the first path is that of the engine 100, the first input shaft 310, the second input shaft 320, the second transmission gear set 520, the second output shaft 420, the driving reduction gear 620, the driven reduction gear 630, the differential 610, and the intermediate shaft 600 in this order, and is transmitted to the wheels 900 through the intermediate shaft 600.

The power transmission direction of the second path is, in order, the second motor 120, the second output shaft 420, the first transmission gear set 510, the second input shaft 320, the second transmission gear set 520, the second output shaft 420, the driving reduction gear 620, the driven reduction gear 630, the differential 610, and the intermediate shaft 600, and is transmitted to the wheels 900 through the intermediate shaft 600. When the automobile is in a low-speed and rapid acceleration working condition, the system can be driven in a parallel mixed primary mode.

Fig. 11 is a schematic diagram of power transmission in a parallel hybrid two-stage mode of the hybrid system.

Referring to fig. 11, the power transmission direction in fig. 11 is shown as an arrow direction in the drawing, and in the parallel hybrid two-stage mode, engine 100 is operated and second motor 120 is operated, and first motor 110 is not operated. The first clutch 212 is coupled to the first driving plate 211, and the first clutch 213 is coupled to the first driving plate 211. The second clutch 222 is disconnected from the second driving disk 221, and the second clutch 223 is engaged with the second driving disk 221.

The power transmission path has two paths, and the transmission direction of the first path is that of the engine 100, the first input shaft 310, the second input shaft 320, the first transmission gear set 510, the first output shaft 410, the second output shaft 420, the driving reduction gear 620, the driven reduction gear 630, the differential 610, and the intermediate shaft 600 in this order, and is transmitted to the wheels 900 through the intermediate shaft 600.

The power transmission direction of the second path is, in order, the second motor 120, the first output shaft 410, the second output shaft 420, the driving reduction gear 620, the driven reduction gear 630, the differential 610, and the intermediate shaft 600, and is transmitted to the wheels 900 through the intermediate shaft 600. When the automobile is in a medium-high speed and rapid acceleration working condition, the system can be driven in a parallel mixed motion secondary mode.

Fig. 12 is a schematic diagram of power transmission in a hybrid system parallel hybrid three-stage mode.

Referring to fig. 12, the power transmission direction in fig. 12 is shown as an arrow direction in the drawing, and in the parallel hybrid three-stage mode, engine 100 is operated and first motor 110 is operated, and second motor 120 is not operated. The first clutch 212 is coupled to the first driving plate 211, and the first clutch 213 is coupled to the first driving plate 211. The second clutch 222 is engaged with the second driving disk 221, and the second clutch 223 is disengaged from the second driving disk 221.

The power transmission path has two paths, and the power transmission direction of the first path is that of the engine 100, the first input shaft 310, the second input shaft 320, the second transmission gear set 520, the second output shaft 420, the driving reduction gear 620, the driven reduction gear 630, the differential 610, and the intermediate shaft 600 in this order, and is transmitted to the wheels 900 through the intermediate shaft 600.

The power transmission direction of the second path is, in order, the first motor 110, the second input shaft 320, the second transmission gear set 520, the second output shaft 420, the driving reduction gear 620, the driven reduction gear 630, the differential 610, and the intermediate shaft 600, and is transmitted to the wheels 900 through the intermediate shaft 600. When the automobile is in a medium-high speed and acceleration working condition, the system can be driven in a parallel mixed three-stage mode.

Fig. 13 is a schematic diagram of power transmission in a parallel hybrid four-stage mode of the hybrid system.

Referring to fig. 13, the power transmission direction in fig. 13 is shown as an arrow direction in the drawing, and in the parallel hybrid four-stage mode, engine 100 is operated and first motor 110 is operated, and second motor 120 is not operated. The first clutch 212 is coupled to the first driving plate 211, and the first clutch 213 is coupled to the first driving plate 211. The second clutch 222 is disconnected from the second driving disk 221, and the second clutch 223 is engaged with the second driving disk 221.

The power transmission path has two paths, and the power transmission direction of the first path is that of the engine 100, the first input shaft 310, the second input shaft 320, the first transmission gear set 510, the first output shaft 410, the second output shaft 420, the driving reduction gear 620, the driven reduction gear 630, the differential 610, and the intermediate shaft 600 in this order, and is transmitted to the wheels 900 through the intermediate shaft 600.

The power transmission direction of the second path is, in order, the first motor 110, the second input shaft 320, the first transmission gear set 510, the first output shaft 410, the second output shaft 420, the driving reduction gear 620, the driven reduction gear 630, the differential 610, and the intermediate shaft 600, and is transmitted to the wheels 900 through the intermediate shaft 600. When the automobile is in a high-speed and acceleration working condition, the system can be driven in a parallel mixed motion four-stage mode.

Fig. 14 is a schematic power transmission diagram in the range-increasing first gear mode of the hybrid system.

Referring to fig. 14, the power transmission direction in fig. 14 is shown as an arrow direction in the drawing, and in the range-increasing first gear mode, engine 100 is operated and second motor 120 is operated. The first clutch 212 is engaged with the first driving disk 211, and the first clutch 213 is disengaged from the first driving disk 211. The second clutch 222 is engaged with the second driving disk 221, and the second clutch 223 is disengaged from the second driving disk 221. The power of the engine 100 is sequentially transmitted to the first input shaft 310 and the first motor 110 to drive the first motor 110 to rotate, so that the first motor 110 generates electricity.

The power transmission direction of the second motor 120 is sequentially the second output shaft 420, the first transmission gear set 510, the second input shaft 320, the second transmission gear set 520, the second output shaft 420, the driving reduction gear 620, the driven reduction gear 630, the differential 610 and the intermediate shaft 600, and is transmitted to the wheels 900 through the intermediate shaft 600.

Fig. 15 is a schematic power transmission diagram in the range-extending second gear mode of the hybrid system.

Referring to fig. 15, the power transmission direction in fig. 15 is shown as an arrow direction in the drawing, and in the range-increasing second gear mode, engine 100 is operated and second motor 120 is operated. The first clutch 212 is engaged with the first driving disk 211, and the first clutch 213 is disengaged from the first driving disk 211. The second clutch 222 is disconnected from the second driving disk 221, and the second clutch 223 is engaged with the second driving disk 221. The power of the engine 100 is sequentially transmitted to the first input shaft 310 and the first motor 110 to drive the first motor 110 to rotate, so that the first motor 110 generates electricity.

The power of the second motor 120 is transmitted to the wheels 900 through the intermediate shaft 600 in the first output shaft 410, the second output shaft 420, the driving reduction gear 620, the driven reduction gear 630, the differential 610, and the intermediate shaft 600 in this order.

Fig. 16 is a power transmission schematic diagram of the hybrid system brake power generation mode.

Referring to fig. 16, the power transmission direction is shown by the arrow direction in fig. 16, and in the brake power generation mode, engine 100 and first motor 110 are not operated. The first clutch 212 is disconnected from the first driving disk 211, and the first clutch 213 is disconnected from the first driving disk 211. The second clutch 222 is disconnected from the second driving disk 221, and the second clutch 223 is engaged with the second driving disk 221. The power generated when the vehicle brakes is transmitted from the wheels 900 to the second motor 120 to generate electric power.

According to the utility model, the hybrid power system can realize various working modes, and the power performance, economy and high vehicle speed of the whole vehicle are improved. And can realize the drive mode of four gears of single motor, can effectively adjust the high-efficient use of motor as required, promote efficiency.

The single-motor first-gear driving mode is realized in a mode of bypassing the gear of the input shaft, and through three-stage speed reduction, structural parts are fewer, and the structure is compact. Meanwhile, the single-motor two-gear mode is directly output through the rotating reduction gear, and the first-stage reduction efficiency is high.

And thirdly, the two motors are not directly connected with the ends of the wheels 900 through the clutch, so that decoupling of the motor rotation speed and the vehicle speed is realized, the highest rotation speed requirement of the motors can be reduced, and the highest vehicle speed of the vehicle is improved.

While the utility model has been described with reference to several exemplary embodiments, it is to be understood that the terminology used is intended to be in the nature of words of description and of limitation. As the present utility model may be embodied in several forms without departing from the spirit or essential characteristics thereof, it should also be understood that the above-described embodiments are not limited by any of the details of the foregoing description, but rather should be construed broadly within its spirit and scope as defined in the appended claims, and therefore all changes and modifications that fall within the meets and bounds of the claims, or equivalences of such meets and bounds are therefore intended to be embraced by the appended claims.

Claims (10)

1. A hybrid powertrain system, comprising

An engine to which a first input shaft is connected;

a first motor;

a first double clutch, on which a second input shaft is connected; the first input shaft and the first motor are respectively connected with the first double clutch, so that power of the engine and power of the first motor can be selectively transmitted to the second input shaft, or the power on the first input shaft can be transmitted to the first motor for the first motor to generate power;

a second motor connected to the first output shaft; a first transmission gear set is arranged between the second input shaft and the first output shaft;

a second double clutch connected with a second output shaft; a second transmission gear set is arranged between the second input shaft and the second double clutch so that power on the second input shaft can be selectively transmitted to the second output shaft; the first output shaft is connected to the second dual clutch to enable selective transfer of power between the first output shaft and the second dual clutch; the first and second drive gears have different gear ratios; the second output shaft is used for outputting power outwards.

2. The hybrid powertrain system of claim 1, wherein the first dual clutch includes a first driving disk, and two first clutches disposed on opposite sides of the first driving disk; the two first clutches are respectively detachably coupled with the first driving disk; the first driving disc is in transmission connection with the first motor; the first input shaft and the second input shaft are coaxially arranged; the two first clutches are respectively connected with the first input shaft and the second input shaft.

3. The hybrid powertrain system of claim 2, wherein the first drive disk has a central shaft fixed thereto; the central shaft and the second input shaft are coaxially arranged; the second input shaft is an empty shaft, and is nested outside the central shaft.

4. The hybrid system of claim 1, wherein the second double clutch comprises a second driving disk, and two second clutches disposed on opposite sides of the second driving disk; the two second clutches are respectively detachably coupled with the second driving disk; the second driving disc is fixedly connected with the second output shaft; a second transmission gear set is arranged between one second clutch and the second input shaft, and the other second clutch is fixedly connected with the first output shaft; the first output shaft and the second output shaft are coaxially arranged.

5. The hybrid system of claim 1, wherein the first output shaft is a hollow shaft, the first output shaft being nested outside the first output shaft.

6. The hybrid system of claim 1, further comprising an intermediate shaft, and a differential disposed on the intermediate shaft; a driving reduction gear is fixed on the first output shaft, and a driven reduction gear is connected to the differential mechanism; the driving reduction gear is meshed with the driven reduction gear; the intermediate shaft is used for transmitting power to the wheels.

7. The hybrid powertrain of claim 1, wherein the first drive gear set includes a first drive gear sleeved and fixed on an outer periphery of the second input shaft, and a first driven gear sleeved and fixed on an outer periphery of the first output shaft; the first driven gear is meshed with the first driving gear.

8. The hybrid powertrain of claim 1, wherein the second drive gear set includes a second driving gear sleeved and fixed on an outer periphery of the second input shaft, and a second driven gear fixedly connected to the second double clutch; the second driven gear is meshed with the second driving gear.

9. The hybrid system of claim 1, wherein the first and second electric machines are both motor generators.

10. A vehicle comprising a hybrid system according to any one of claims 1 to 9 and wheels, the second output shaft being drivingly connected to the wheels.

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