CN110901370A - Power system of hybrid electric vehicle - Google Patents
Power system of hybrid electric vehicle Download PDFInfo
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- CN110901370A CN110901370A CN201911167533.8A CN201911167533A CN110901370A CN 110901370 A CN110901370 A CN 110901370A CN 201911167533 A CN201911167533 A CN 201911167533A CN 110901370 A CN110901370 A CN 110901370A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/44—Series-parallel type
- B60K6/442—Series-parallel switching type
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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
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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
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
The invention discloses a power system of a hybrid electric vehicle, which comprises a power generation motor, an engine and a driving motor, wherein the driving motor is in transmission connection with an output shaft; the device also comprises a first shaft, a second shaft, a first joint unit, a second joint unit and a linkage mechanism; the first shaft is in transmission connection with the power generation motor and is provided with a first gear and a second gear; the second shaft is in transmission connection with the engine and is provided with a third gear and a fourth gear; the first engaging unit is used for selectively establishing and disengaging power engaging relation among the first shaft, the first gear and the second gear; the second engaging unit is used for selectively establishing or disengaging the transmission relation between the fourth gear and the second shaft; the linkage mechanism connects the first engaging unit and the second engaging unit to move in linkage to switch gears. The invention can realize that the three power sources output power in different combined output modes through the linkage mechanism so as to meet the requirements of the vehicle on power under various vehicle conditions, and has the advantages of exquisite structure, low cost and convenient control.
Description
Technical Field
The invention relates to the technical field of hybrid vehicles, in particular to a power system of a hybrid vehicle.
Background
With the development of science and technology and the improvement of the transportation level, pollution reduction and emission reduction become necessary and social development consensus. The electric vehicle serving as an urban transportation means is increasingly becoming a mainstream means of transportation, and the pure electric vehicle serving as an urban new energy transportation mainstream means of transportation accounts for 80%, so that pollution emission in cities can be reduced, urban air quality is maintained, and a larger health index is brought to people. However, as a pure electric vehicle, the endurance mileage, the high-speed driving economic efficiency and the charging convenience of the pure electric vehicle become the first adverse factors which disturb the traveling of most users, and thus, a hybrid vehicle appears, which generally includes an engine and two motors, in order to realize the power combination switching among three power sources, a plurality of power engagement devices (such as clutches and the like) are often required to be arranged, and the plurality of power engagement devices need to be separately controlled, so that the complexity of the control is improved.
Disclosure of Invention
The purpose of the invention is as follows: in order to overcome the defects in the prior art, the invention provides a hybrid vehicle power system which realizes the combined output mode of three power sources through a set of control mechanism, and aims to reduce the control complexity of the system.
The technical scheme is as follows: in order to achieve the purpose, the power system of the hybrid electric vehicle is used for outputting torque to an output shaft and comprises a power generation motor, an engine, a driving motor and a battery, wherein the power generation motor and the engine are both connected with the battery; the driving motor is in transmission connection with the output shaft; it still includes:
a first shaft which is in transmission connection with the power generation motor and is provided with a first gear and a second gear which are in rotation connection with the first shaft;
a second shaft which is in transmission connection with the engine and is provided with a third gear fixedly connected with the second shaft and a fourth gear rotationally connected with the second shaft, wherein the third gear and the fourth gear are respectively meshed with the second gear and the first gear, and the fourth gear is in transmission connection with the output shaft;
a first engagement unit for selectively establishing and releasing a driving relationship of one of the first and second gears with the first shaft;
a second engagement unit for selectively establishing or disengaging a transmission relationship of the fourth gear with the second shaft; and
and the linkage mechanism is used for connecting the first engagement unit and the second engagement unit to enable the first engagement unit and the second engagement unit to move in a linkage mode to switch gears.
Further, the first engagement unit includes a first hub gear and a first sleeve gear; the first gear and the second gear are arranged on two sides of the first gear hub, and a first combination tooth part and a second combination tooth part which can be clamped with the first gear sleeve are respectively arranged on the first gear and the second gear;
the second engaging unit includes a second hub and a second sleeve, and the fourth gear has a fourth engaging tooth portion engageable with the second sleeve;
the linkage mechanism is connected with the first gear sleeve and the second gear sleeve.
Further, the apparatus includes a third shaft including:
a first driven gear meshed with the fourth gear; and
and the first transmission gear is meshed with a second driven gear, and the second driven gear is coaxially arranged with the output shaft and has a transmission relation.
Further, the device is provided with:
a differential interposed between the second driven gear and the output shaft, differentially distributing torque to the output shaft.
Further, it still includes:
a fourth shaft which is in transmission connection with the driving motor and is provided with a third transmission gear; and
and a fifth shaft including a fourth driven gear meshing with the third transmission gear and a fourth transmission gear meshing with the first transmission gear.
Further, the third shaft and the fifth shaft are respectively arranged on two sides of the output shaft.
Further, the engine is connected to the second shaft through a torsional damper.
Has the advantages that: the power system of the hybrid electric vehicle can realize linkage control of the two joint units by arranging the first joint unit, the second joint unit and the linkage mechanism which can drive the first joint unit and the second joint unit to perform linkage gear shifting, thereby realizing that three power sources output power in different combined output modes to meet the requirements of the vehicle on power under various vehicle conditions, and having the advantages of exquisite structure, low cost and convenient control.
Drawings
FIG. 1 is a block diagram of the powertrain of the hybrid vehicle of the present invention;
FIG. 2 is a state diagram of a first shift stage assembly according to the present invention;
FIG. 3 is a state diagram of a second gear combination according to the present invention;
FIG. 4 is a state diagram of a third gear combination of the present invention;
FIG. 5 is a state diagram of a fourth gear combination of the present invention.
In the figure: 1-a first gear; 2-a first hub; 3-a first gear sleeve; 4-a second gear; 5-a first shaft; 6-a torque damper; 7-a third gear; 8-a linkage mechanism; 9-a second gear sleeve; 10-a second hub; 11-a fourth gear; 12-a second axis; 13-a first drive gear; 14-an output shaft; 15-a first driven gear; 16-a third axis; 17-a second driven gear; 18-a differential; 19-a fourth transmission gear; 20-fifth axis; 21-a fourth driven gear; 22-a third transmission gear; 23-fourth axis; 24-a generator motor; 25-an engine; 26-a drive motor; 27-battery.
Detailed Description
The present invention will be further described with reference to the accompanying drawings.
In the description of the present invention, the terms "first" and "second" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implying any number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless specifically defined otherwise.
Furthermore, unless expressly stated or limited otherwise, the terms "mounted," "connected," and "provided" are to be construed broadly, as they may be fixedly connected, detachably connected, or integrally connected, for example; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
The power system (hereinafter referred to as "power system") of the hybrid electric vehicle shown in fig. 1 is a power system for outputting torque to an output shaft 14, and includes a power generation motor 24, an engine 25 and a driving motor 26, wherein the power generation motor 24 can be used as both a driving motor and a power generation motor, the driving motor 26 is in transmission connection with the output shaft 14, both the power generation motor 24 and the driving motor 26 are connected to a battery 27, and the power generation motor 24 can be operated to output power by using electric energy of the battery 27 and can be used as a generator to generate electric energy and store the electric energy to the battery 27; it further comprises a first shaft 5, a second shaft 12, a first engagement unit, a second engagement unit and a linkage 8.
The first shaft 5 is in transmission connection with the generating motor 24, a motor shaft of the generating motor 24 is coaxially arranged with the first shaft 5, the first shaft 5 is provided with a first gear 1 and a second gear 4 which are in rotation connection with the first shaft 5, and the first shaft is further provided with a first engaging unit which can establish a connection relation between the first gear 1 or the second gear 4 and the first shaft 5. The first engaging unit can engage only one gear with the first shaft 5 at the same time so that the gear is relatively fixed with the first shaft 5, and therefore the first shaft 5 can output or input power through the gear, and in addition, the first engaging unit can be in a neutral state, and in the neutral state, neither of the first gear 1 and the second gear 4 is engaged with the first shaft 5, at this time, when the first shaft 5 is driven to rotate actively by the generator motor 24, power cannot be output to other parts except the first shaft 5, and external power cannot be input to the first shaft 5.
Specifically, the first engaging unit comprises a first gear hub 2 and a first gear sleeve 3, wherein the first gear hub 2 is fixed on a first shaft 5, and the first gear sleeve 3 is sleeved on the periphery of the first gear hub 2 and can slide left and right relative to the first gear hub 2; the first gear 1 and the second gear 4 are respectively disposed on the left and right sides of the first hub 2, and the first gear and the second gear have a first engaging tooth portion and a second engaging tooth portion that can engage with the first sleeve gear 3.
Based on the structure of the first engaging unit, three states that can be assumed are as follows: in the initial state, the first gear sleeve 3 is positioned at the middle position and is not clamped with any one of the first combination tooth part and the second combination tooth part; when the first gear sleeve 3 moves leftwards from the initial state and is clamped with the first combined tooth part, namely, the joint relation between the first gear 1 and the first shaft 5 is established, so that the first gear 1 and the first shaft 5 are relatively fixed, and at the moment, the first shaft 5 can output or input power through the first gear 1; when the first gear sleeve 3 moves to the right from the initial state and is engaged with the second combined tooth part, the engagement relationship between the second gear 4 and the first shaft 5 is established, so that the two are relatively fixed, and at this time, the first shaft 5 can output or input power through the second gear 4. For convenience of subsequent description, the three states are referred to as follows: neutral, first gear, and second gear.
The engine 25 is connected with the second shaft 12 through a torque damper 6, a power output shaft of the engine 25 is coaxially arranged with the second shaft 12, the second shaft 12 is provided with a third gear 7 fixedly connected with the second shaft and a fourth gear 11 rotationally connected with the second shaft, the third gear 7 and the fourth gear 11 are respectively meshed with the second gear 4 and the first gear 1, and the fourth gear 11 is in transmission connection with the output shaft 14; the second engagement unit is used to selectively establish or disengage the transmission relationship of the fourth gear 11 and the second shaft 12.
Specifically, the second engaging unit includes a second hub 10 and a second gear sleeve 9, the second hub 10 is fixed relative to the second shaft 12, and the second gear sleeve 9 is sleeved on the periphery of the second hub 10 and can slide relative to the second hub 10; the fourth gear 11 is arranged on the left side of the second hub 10 and has a fourth engaging tooth portion engageable with the second sleeve 9; based on the structure of the second engagement unit, it can assume two states as follows: in the initial state, the second sleeve gear 9 is not engaged with the fourth engaging tooth portion, and at this time, the fourth gear 11 and the second shaft 12 are in a disengaged state, and power transmission between the two is not possible; when the second sleeve 9 moves leftward from the initial state and engages with the fourth engaging tooth portion, the fourth gear 11 and the second shaft 12 are engaged with each other, and the two are relatively fixed to each other, thereby enabling power transmission. For convenience of subsequent description, the above two states are referred to as follows: n gear and I gear.
The linkage mechanism 8 comprises a shifting fork which is connected with the first joint unit and the second joint unit to enable the first joint unit and the second joint unit to be in linkage motion to switch gears, and particularly, the shifting fork of the linkage mechanism 8 is connected with the first gear sleeve 3 and the second gear sleeve 9, so that the first gear sleeve 3 and the second gear sleeve 9 can be adjusted to a specific pose by controlling the shifting fork, the first gear sleeve 3 and the second gear sleeve 9 can be simultaneously controlled to reach a desired combination state to realize different power combination forms of the three power elements, the power combination forms are matched with power requirements, and one linkage mechanism 8 can drive the two gear sleeves to move, so that the control is convenient and the control is simple.
Specifically, as shown in fig. 2 to 5, the shifting fork of the linkage mechanism 8 can be operated to present four position states of i, ii, iii, and iv, and corresponding to the four position states, the power system is respectively in a dual-motor driving mode, a single-motor driving mode, a serial driving mode, and a parallel driving mode, from the position i to the position iv, the first gear sleeve 3 slides right all the time, the second gear sleeve 9 slides left all the time, and the shifting fork only needs to rotate in one direction to realize four combination states of each gear sleeve and the combination tooth portion, so that the operation is simple and convenient. The operation of the hybrid vehicle according to the present invention in each drive mode will be described with reference to the accompanying drawings, in which the components shown by thick solid lines in fig. 2 to 5 indicate components in an operating state or in a power transmission state, the components shown by thin solid lines indicate components in an idle state or in an idling state, and the chain line in the belt direction indicates a power transmission path.
(1) As shown in fig. 2, the power system is in a dual-motor driving mode, the driving mode is suitable for the situation that a vehicle needs a large torque for starting or accelerating, and the operation flow of the driving mode is as follows: switching a shifting fork to a position I; in this state, the fourth engaging tooth portion of the fourth gear 11 is disengaged from the second sleeve 9, that is, the driving relationship between the engine 25 and the second shaft 12 is disengaged, and the rotation speed of the engine 25 is 0; the first engaging tooth portion of the first gear 1 is engaged with the first sleeve 3, and the second engaging tooth portion of the second gear 4 is disengaged from the first sleeve 3, that is, the generator motor 24 is in driving connection with the first gear 1, so that the generator motor 24 outputs torque, and power is sequentially transmitted to the output shaft 14 through the transmission members such as the first gear 1, the fourth gear 11, and the first driven gear 15, and the driving motor 26 is also in an operating state, and the transmitted torque and the torque transmitted by the generator motor 24 are collectively output on the output shaft 14.
(2) As shown in fig. 3, the power system is in a single-motor driving mode, the driving mode is suitable for situations that the torque required is small, such as vehicle driving at a constant speed, and the like, and the shifting fork is at the position ii at the moment; in this state, the first and second coupling tooth portions are disengaged from the first sleeve 3, and the fourth coupling tooth portion is disengaged from the second sleeve 9, and the connection paths of the generator motor 24 and the engine 25 to the output shaft 14 are disconnected, and only the drive motor 26 alone drives the output shaft 14. The operation process of the power system from the initial state to the single motor driving mode comprises the following steps: firstly, a shifting fork is switched to a position I, and a power system is in a double-motor driving mode; the generator motor 24 rapidly reduces the torque to 0, and finally, the shifting fork is shifted to the position II, at this time, the driving connection relation between the generator motor 24 and the first gear 1 is released, and the driving motor 26 acts on the output shaft 14 alone.
(3) As shown in fig. 4, the power system is in a series driving mode, the driving mode is suitable for the situation that the vehicle is driven at a constant speed and the electric quantity of the battery 27 is lower than a set threshold, in the driving mode, the shift fork is in a position iii, at this time, the first combined tooth part is disengaged from the first gear sleeve 3, the second combined tooth part is combined with the first gear sleeve 3, the fourth combined tooth part is disengaged from the second gear sleeve 9, at this time, the engine 25 and the generator motor 24 can mutually transmit power, and the power of the engine 25 and the generator motor 24 cannot be transmitted to the fourth gear 11, the engine 25 drives the generator motor 24 to generate electricity, the electric energy generated by the generator motor 24 is stored in the battery 27, and the driving motor 26 obtains the electric quantity of the. The operation process of the power system from the initial state to the series driving mode comprises the following steps: step one, a shifting fork is switched to a position I, and a power system is in a double-motor driving mode; step two, the generator motor 24 rapidly reduces the torque, so that the torque is reduced to 0; thirdly, the shifting fork is shifted to the position II, and the power system is in a single motor driving mode; regulating the speed of the generator motor 24 to a set rotating speed range; and fifthly, the shifting fork is shifted to the position III, in this state, the generator motor 24 firstly pulls the engine 25 to regulate the speed to be capable of starting and rotating, then, the engine 25 is started, the generator motor 24 stops rotating, and the engine 25 drives the generator motor 24 to generate electricity.
(4) As shown in fig. 5, the power system is in a parallel driving mode, which is suitable for a situation that the vehicle runs at a high speed, and the efficiency of the pure electric machine driving is low in the high speed state, so that the engine 25 can achieve higher fuel efficiency, in the driving mode, the fork is in an iv position, at this time, the first engaging tooth part is disengaged from the first gear sleeve 3, the second engaging tooth part is engaged with the first gear sleeve 3, and the fourth engaging tooth part is engaged with the second gear sleeve 9, in this state, on one hand, the engine 25 and the generator motor 24 can transmit power to each other, on the other hand, the power of the engine 25 can be transmitted to the output shaft 14 through the fourth gear 11, and simultaneously, the driving motor 26 is also in a running state, and the torque transmitted by the driving motor 26 and the torque transmitted by the engine 25 are merged and. The operation process of the power system from the initial state to the parallel driving mode comprises the following steps: step one, a shifting fork is switched to a position I, and a power system is in a double-motor driving mode; step two, the generator motor 24 rapidly reduces the torque, so that the torque is reduced to 0; thirdly, the shifting fork is shifted to the position II, and the power system is in a single motor driving mode; step four, starting the generator motor 24 and regulating the speed to a set rotating speed range; fifthly, the shifting fork is shifted to the position III, the torque of the engine 25 is reduced, and the generator motor 24 pulls the engine 25 to regulate the speed; and sixthly, the shifting fork is shifted to an IV position, at the moment, the engine 25 is in driving connection with the fourth gear 11, the engine 25 and the generating motor 24 adjust the torque, part of the power of the engine 25 is transmitted to the output shaft 14 through the fourth gear 11, and part of the power is converted into electric energy through the generating motor 24 to charge the battery 27.
The linkage mechanism 8 can be manually operated by a user or automatically operated by an automatic operation device outside a power system, the shifting fork can be switched among four position states by operating the linkage mechanism 8 to realize four power forms of a double-motor driving mode, a single-motor driving mode, a series driving mode and a parallel driving mode, so that the driving forms are various and more in selectivity, the linkage mechanism 8 can be flexibly operated according to power requirements, electric quantity residual quantity and fuel oil residual quantity to achieve a proper driving mode, and the operation is convenient.
In a preferred embodiment, the power system further comprises a third shaft 16, on which a first driven gear 15 and a first transmission gear 13 are fixedly mounted, the first driven gear 15 is meshed with the fourth gear 11, and the first driven gear 15 is used for connecting power transmitted by the fourth gear 11; the first transmission gear 13 is meshed with a second driven gear 17, the second driven gear 17 is coaxially arranged with the output shaft 14 and has a transmission relation, and the first transmission gear 13 is used for transmitting power from the third shaft 16 to the output shaft 14. Preferably, the power system is further provided with a differential 18, the differential 18 is arranged between the second driven gear 17 and the output shaft 14, and can distribute torque to the output shaft 14 differentially, so that differential motion of wheels can be realized, and turning is facilitated.
In addition, the drive motor 26 is geared with the output shaft 14 as follows: the power system also comprises a fourth shaft 23 and a fifth shaft 20, wherein the fourth shaft 23 is in transmission connection with and coaxial with a power output shaft of the driving motor 26, and the fourth shaft 23 is fixedly connected with a third transmission gear 22; a fourth driven gear 21 meshed with the third transmission gear 22 and a fourth transmission gear 19 meshed with the first transmission gear 13 are fixedly connected to the fifth shaft 20, so that power can be transmitted to the output shaft 14.
The third shaft 16 and the fifth shaft 20 are respectively disposed on two sides of the output shaft 14, and correspondingly, the entire power system is divided into two parts, each of which is disposed on the output shaft 14 with the output shaft 14 as the center, and one part includes a generator motor 24, an engine 25, the first shaft 5, the second shaft 12, the third shaft 16, and gears on the first, second, and third shafts; the other part comprises a driving motor 26, a fourth shaft 23, a fifth shaft 20 and gears on the fourth shaft and the fifth shaft, and the layout enables the two parts to mutually play a certain balance function at two sides of the output shaft 14, so that the whole power system is easy to stably install.
The above description is only of the preferred embodiments of the present invention, and it should be noted that: it will be apparent to those skilled in the art that various modifications and adaptations can be made without departing from the principles of the invention and these are intended to be within the scope of the invention.
Claims (7)
1. A power system of a hybrid electric vehicle is a power system for outputting torque to an output shaft, and is characterized by comprising a power generation motor, an engine, a driving motor and a battery, wherein the power generation motor and the engine are both connected with the battery; the driving motor is in transmission connection with the output shaft; it still includes:
a first shaft which is in transmission connection with the power generation motor and is provided with a first gear and a second gear which are in rotation connection with the first shaft;
a second shaft which is in transmission connection with the engine and is provided with a third gear fixedly connected with the second shaft and a fourth gear rotationally connected with the second shaft, wherein the third gear and the fourth gear are respectively meshed with the second gear and the first gear, and the fourth gear is in transmission connection with the output shaft;
a first engagement unit for selectively establishing and releasing a driving relationship of one of the first and second gears with the first shaft;
a second engagement unit for selectively establishing or disengaging a transmission relationship of the fourth gear with the second shaft; and
and the linkage mechanism is used for connecting the first engagement unit and the second engagement unit to enable the first engagement unit and the second engagement unit to move in a linkage mode to switch gears.
2. The hybrid vehicle powertrain system of claim 1, wherein the first engagement unit includes a first hub and a first sleeve; the first gear and the second gear are arranged on two sides of the first gear hub, and a first combination tooth part and a second combination tooth part which can be clamped with the first gear sleeve are respectively arranged on the first gear and the second gear;
the second engaging unit includes a second hub and a second sleeve, and the fourth gear has a fourth engaging tooth portion engageable with the second sleeve;
the linkage mechanism is connected with the first gear sleeve and the second gear sleeve.
3. The power system of a hybrid vehicle according to claim 1 or 2, further comprising a third shaft including:
a first driven gear meshed with the fourth gear; and
and the first transmission gear is meshed with a second driven gear, and the second driven gear is coaxially arranged with the output shaft and has a transmission relation.
4. The power system of a hybrid vehicle according to claim 3, further comprising:
a differential interposed between the second driven gear and the output shaft, differentially distributing torque to the output shaft.
5. The power system of a hybrid vehicle according to claim 3, further comprising:
a fourth shaft which is in transmission connection with the driving motor and is provided with a third transmission gear; and
and a fifth shaft including a fourth driven gear meshing with the third transmission gear and a fourth transmission gear meshing with the first transmission gear.
6. The hybrid vehicle powertrain system of claim 1, wherein the third shaft and the fifth shaft are disposed on opposite sides of the output shaft.
7. The powertrain system of a hybrid vehicle according to any one of claims 1-6, wherein the engine is coupled to the second shaft via a torsional damper.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911167533.8A CN110901370A (en) | 2019-11-25 | 2019-11-25 | Power system of hybrid electric vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911167533.8A CN110901370A (en) | 2019-11-25 | 2019-11-25 | Power system of hybrid electric vehicle |
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| CN110901370A true CN110901370A (en) | 2020-03-24 |
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| CN201911167533.8A Pending CN110901370A (en) | 2019-11-25 | 2019-11-25 | Power system of hybrid electric vehicle |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN119705035A (en) * | 2021-04-06 | 2025-03-28 | 海博瑞德（北京）汽车技术有限公司 | Electric control coupling box and automobile power system |
Citations (7)
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Address after: No.66 Lijiang Road, Yancheng Economic and Technological Development Zone, Jiangsu Province 224000 Applicant after: Jiangsu New Energy Vehicle Research Institute Co.,Ltd. Address before: Room 1602, L / F, Yanwu Oriental Poly Plaza, 589 Tongbei Road, Yangpu District, Shanghai 200082 Applicant before: Jiangsu New Energy Vehicle Research Institute Co.,Ltd. |
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