CN107420448B - Power coupler, hybrid power system and vehicle - Google Patents
Power coupler, hybrid power system and vehicle Download PDFInfo
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- CN107420448B CN107420448B CN201710384026.4A CN201710384026A CN107420448B CN 107420448 B CN107420448 B CN 107420448B CN 201710384026 A CN201710384026 A CN 201710384026A CN 107420448 B CN107420448 B CN 107420448B
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- gear ring
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D11/00—Clutches in which the members have interengaging parts
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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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/38—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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 driveline clutches
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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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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Retarders (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
The invention discloses a power coupler, a hybrid power system and a vehicle, wherein the power coupler comprises: the inner gear ring, the middle gear ring and the outer gear ring are respectively connected with the three power output assemblies in a transmission way, and the outer gear ring is also used for connecting a power output shaft; movable joint components are arranged between the inner gear ring and the middle gear ring and between the middle gear ring and the outer gear ring, and the gear rings can be controllably jointed or separated by clamping or releasing gear teeth. The gear ring is connected with the motor through the gear teeth, and the gear ring is connected with the motor through the gear teeth.
Description
Technical Field
The invention relates to the technical field of hybrid electric vehicles, in particular to a power coupler, a hybrid electric system and a vehicle.
Background
The hybrid power system refers to an automobile power system including two or more power sources. The most common is a hybrid electric vehicle, in particular to a vehicle system which uses two driving modes of gasoline driving, diesel driving and electric driving, and realizes the common driving of a single power source or a plurality of power sources through a power coupling device in the system.
Friction clutches or planetary gear mechanisms are commonly used in the art as coupling devices for multiple power sources. The existing scheme of adopting the common overrunning clutch in the hybrid power system has the defects that the engine is dragged when the motor is driven or reversely dragged to generate electricity, and the problem can be solved by additionally arranging the friction clutch, but the scheme is limited to the working principle of the friction clutch, and the complexity and the control difficulty of the system are increased by the design; when a general clutch is used in a hybrid system, the transmission torque of the clutch is generally not high, so that the torque output by the engine and the motor together cannot be very large, and the good torque characteristic of the motor in a low-speed region cannot be exerted. However, there are also problems of complex system structure and large size, which limit the power of the automobile, i.e. the design of man-machine engineering, and are not suitable for practical implementation.
In summary, how to effectively solve the technical problems of complex design, large volume, high control difficulty and the like of the power hybrid system of the current hybrid vehicle is a problem which needs to be solved by the current technicians in the field.
Disclosure of Invention
In view of the above, a first object of the present invention is to provide a power coupler, which can effectively solve the technical problems of complex design, large volume, high control difficulty, etc. of the power hybrid system of the present hybrid vehicle, and a second object of the present invention is to provide a hybrid system including the power coupler; a third object of the present invention is to provide a vehicle comprising the above hybrid system.
In order to achieve the first object, the present invention provides the following technical solutions:
a power coupler, comprising: the inner gear ring, the middle gear ring and the outer gear ring are respectively used for being in transmission connection with three different power output assemblies and are coaxially arranged, and the outer gear ring is also used for being connected with a power output shaft; the inner gear ring, the middle gear ring and the outer gear ring are mutually sleeved from inside to outside, movable joint assemblies are arranged between the inner gear ring and the middle gear ring and between the middle gear ring and the outer gear ring, and controllable joint or separation can be realized between the inner gear ring and the middle gear ring or between the middle gear ring and the outer gear ring by clamping or releasing gear teeth.
Preferably, in the power coupler, the movable joint assembly includes a meshing block respectively disposed between an inner edge of the outer gear ring and an outer edge of the middle gear ring, and between an inner edge of the middle gear ring and an outer edge of the inner gear ring, and a control board for controlling rotation of the meshing block, and the inner gear ring and the middle gear ring, or the middle gear ring and the outer gear ring are clamped or released by controlling angular rotation of the meshing block.
Preferably, in the power coupler, one end of the engagement block is rotatably connected with the inner edge of the outer gear ring or the middle gear ring, and the other end of the engagement block is provided with a top pin extending out of the side surface of the engagement block by a preset distance; the control plate and each gear ring are coaxially arranged and are positioned on the plane side of each gear ring, and a window structure for pushing the ejector pins to rotate is arranged on the side face of the control plate.
Preferably, in the power coupler, the engagement blocks are arranged in groups, and each group of engagement blocks comprises a pair of forward engagement blocks and reverse engagement blocks with opposite jacking pins, and the forward engagement blocks and the reverse engagement blocks are respectively used for jacking teeth of the corresponding gear rings from different directions; the window structure is specifically a hollowed-out part on the control board, and the shape of the edge of the hollowed-out part is consistent with the shape of the tooth corresponding to the tooth ring.
Preferably, in the power coupler, the control board is connected with a control rod perpendicular to the board surface thereof, and the control rod is used for driving the control board to rotate.
The power coupler provided by the invention comprises: the inner gear ring, the middle gear ring and the outer gear ring are respectively used for being in transmission connection with three different power output assemblies and are coaxially arranged, and the outer gear ring is also used for being connected with a power output shaft; the inner gear ring, the middle gear ring and the outer gear ring are mutually sleeved from inside to outside, movable joint assemblies are arranged between the inner gear ring and the middle gear ring and between the middle gear ring and the outer gear ring, and controllable joint or separation can be realized between the inner gear ring and the middle gear ring or between the middle gear ring and the outer gear ring by clamping or releasing gear teeth. The power coupler design comprises three gear rings which are coaxially arranged and mutually nested, wherein a movable joint assembly is arranged between two adjacent gear rings, the movable joint assembly is controlled to joint or separate the two adjacent gear rings by controlling the action of the movable joint assembly, so that the coupled output power of each power source connected with the movable joint assembly is realized; the design realizes coupling through the coaxially nested gear rings, saves space, and the controllable movable joint component acts between the adjacent gear rings, occupies small design space and has the advantages of simple structure and stable control. In summary, the power coupler provided by the invention effectively solves the technical problems of complex design, large volume and high control difficulty of the power hybrid system of the existing hybrid vehicle.
In order to achieve the second purpose, the invention also provides a hybrid power system which comprises an engine, a first motor, a second motor and any power coupler, wherein the engine is in transmission connection with the annular gear, the first motor is in transmission connection with the middle annular gear, and the second motor is in transmission connection with the outer annular gear. Because the power coupler has the technical effects, the hybrid power system with the power coupler should have the corresponding technical effects.
Preferably, in the above hybrid power system, the hybrid power system further includes a battery pack, wherein the first motor and the second motor are both connected with the battery pack, and the battery pack is directly driven to rotate or drag to charge the battery pack.
Preferably, the above hybrid power system further includes a drive controller for controlling engagement or clutch operation among the ring gear, the ring gear and the external gear according to a power input condition or an electric quantity of the battery pack.
Preferably, the hybrid power system further comprises a reduction box and a differential mechanism which are in transmission connection with the power output shaft.
In order to achieve the third object, the present invention also provides a vehicle including any one of the hybrid systems described above. Since the above-described hybrid system has the above-described technical effects, a vehicle having the hybrid system should also have corresponding technical effects.
Drawings
In order to more clearly illustrate the embodiments of the invention or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, it being obvious that the drawings in the following description are only some embodiments of the invention, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic diagram of a power coupler according to an embodiment of the present invention;
fig. 2 is a schematic side structural view of a control board of a power coupler according to an embodiment of the present invention;
FIG. 3 is a front view of an engagement block of a power coupler provided by an embodiment of the present invention;
FIG. 4 is a side view of an engagement block of a power coupler provided by an embodiment of the present invention;
FIG. 5 is a schematic diagram of a hybrid powertrain according to an embodiment of the present disclosure;
fig. 6 is a schematic structural diagram of a power coupler in a hybrid power system according to an embodiment of the present invention in one of the working states;
fig. 7 is a schematic structural diagram of a power coupler in a hybrid power system according to an embodiment of the present invention in another working state thereof;
FIG. 8 is a schematic diagram of a power coupler in a hybrid system according to an embodiment of the present invention in another operating state thereof;
fig. 9 is a schematic structural diagram of a power coupler in a hybrid power system according to an embodiment of the present invention in another working state thereof.
The figures are marked as follows:
engine 100, power coupler 200, ring gear 201, ring gear 202, ring gear 203, engagement block 204, forward engagement block 2041, reverse engagement block 2042, knock pin 205, compression spring 206, control plate 207, window structure 2071, lever 2072, first motor 300, second motor 400, battery pack 500, power take-off shaft 600, reduction gear box 700, differential 800.
Detailed Description
The embodiment of the invention discloses a power coupler for solving the technical problems of complex design, large volume and high control difficulty of a power mixing system of a traditional hybrid power vehicle.
The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
Referring to fig. 1 to 4, fig. 1 is a schematic partial structure of a power coupler according to an embodiment of the invention; fig. 2 is a schematic side structural view of a control board of a power coupler according to an embodiment of the present invention; FIG. 3 is a front view of an engagement block of a power coupler provided by an embodiment of the present invention; fig. 4 is a side view of an engagement block of a power coupler provided by an embodiment of the present invention.
Embodiments of the present invention provide such a power coupler comprising: the inner gear ring 201, the middle gear ring 202 and the outer gear ring 203 are respectively used for being in transmission connection with three different power output components and are coaxially arranged, and the outer gear ring 203 is also used for being connected with a power output shaft 600; the inner gear ring 201, the middle gear ring 202 and the outer gear ring 203 are mutually sleeved from inside to outside, movable joint components are respectively arranged between the inner gear ring 201 and the middle gear ring 202 and between the middle gear ring 202 and the outer gear ring 203, and controllable joint or separation can be realized between the inner gear ring 201 and the middle gear ring 202 or between the middle gear ring 202 and the outer gear ring 203 by clamping or releasing gear teeth.
It should be noted that, in the embodiment, the gear ring includes the above-mentioned inner gear ring, middle gear ring and outer gear ring; the movable joint component is positioned between the inner gear ring and the middle gear ring and between the middle gear ring and the outer gear ring, directly acts on gear teeth of the corresponding gear ring, and realizes circumferential fixation of the gear ring through the gear teeth so as to adapt to transmission requirements of different power sources.
The power coupler provided by the embodiment comprises three gear rings which are coaxially arranged and mutually nested, wherein a movable joint assembly is arranged between two adjacent gear rings, the movable joint assembly is controlled to joint or separate the two adjacent gear rings by controlling the action of the movable joint assembly, so that the coupled output power of each power source connected with the movable joint assembly is realized; the design realizes coupling through the coaxially nested gear rings, saves space, and the controllable movable joint component acts between the adjacent gear rings, occupies small design space and has the advantages of simple structure and stable control. In summary, the power coupler provided by the invention effectively solves the technical problems of complex design, large volume and high control difficulty of the power hybrid system of the existing hybrid vehicle.
In order to further optimize the above technical solution, it is preferable that, in the power coupler according to the above embodiment, the movable engagement assembly includes engagement blocks 204 respectively disposed between an inner edge of the outer ring gear 203 and an outer edge of the middle ring gear 202, and between an inner edge of the middle ring gear 202 and an outer edge of the inner ring gear 201, and a control board 207 controlling rotation of the engagement blocks 204, and the inner ring gear 201 and the middle ring gear 202, or between the middle ring gear 202 and the outer ring gear 203 is clamped or released by controlling angular rotation of the engagement blocks 204.
In the technical scheme provided by the embodiment, the design of the movable joint assembly is further optimized, the movable joint assembly further comprises a meshing block and a control board, wherein the meshing block and the control board are respectively arranged between adjacent gear rings, the meshing block is provided with an edge shape which can be matched with the tooth shape of the gear rings, preferably, a plurality of meshing blocks are arranged and uniformly distributed on the edge of the gear rings, and the control board can stir the rotation of the meshing block through the rotation of the control board, so that the meshing block can clamp or unclamp the edge of the designated gear rings; in addition, the rotation of a plurality of meshing blocks in the same area is controlled simultaneously by the control panel with an integral structure, and the operation control is easy to realize.
In order to further optimize the above technical solution, it is preferable in the above embodiment that in the power coupler, one end of the engagement block 204 is rotatably connected to the inner edge of the outer ring gear 203 or the middle ring gear 202, and the other end of the engagement block 204 is provided with a top pin 205 extending out of a side surface thereof by a preset distance; the control plate 207 is coaxially disposed with each gear ring and located on the plane side of each gear ring, and a window structure 2071 for pushing the knock pin 205 to rotate is provided on the side of the control plate 207.
Preferably, one end of the ejector pin 205 of each engagement block 204 is connected with a compression spring 206, the engagement blocks 204 are naturally ejected out through the compression springs 206, so that the engagement blocks 204 have better contact fit with the gear teeth of the corresponding gear ring, when the control board 207 is rotated, the engagement blocks 204 are retracted through rotating the engagement blocks 204 to compress the compression springs 206, the design is stable, and the engagement blocks 204 are not easy to have the problem of being blocked and being incapable of extending and clamping the gear teeth.
In the technical solution provided in this embodiment, the preferred design is to provide two different control boards 207, a first control board located on the side surface of the area between the ring gear 201 and the middle ring gear 202, and a second control board located on the side surface of the area between the middle ring gear 202 and the outer ring gear 203, where the two different control boards are independently used for controlling all the engagement blocks 204 between the ring gear 201 and the middle ring gear 202 and all the engagement blocks 204 between the middle ring gear 202 and the outer ring gear 203, so that the integrity of the design control is better, and the control of all the engagement blocks 204 can be realized only by adopting two different control boards, and the control structure is simple and space is saved.
In addition, the structure of the control board 207 is preferably a flat plate structure attached to the side surface of the gear ring, on which, specifically, the edge area on the round surface of the control board is matched with the position of the top pin 205, a window structure 2071 is arranged, the end position of the top pin 205 can just stretch into the window structure 2071 to form a stable limit, and the rotation of the control board is controlled to stir the top pin 205, so as to drive the rotation of the engagement block 204, thereby realizing the engagement or the separation of different gear rings.
Second, the other end of the engagement block 204 is rotatably connected to the inner edge of the ring gear or the inner edge of the outer ring gear according to different positions, and the rotational connection may be a relatively stable rotational connection such as riveting or pinning.
In order to further optimize the above technical solution, in the above power coupler according to the above embodiment, it is preferable that the engagement blocks 204 are arranged in groups, and each group of engagement blocks 204 includes a pair of forward engagement blocks 2041 and reverse engagement blocks 2042 opposite to each other for respectively pushing up teeth of the corresponding gear ring from different directions of forward and reverse directions; the window structure 2071 is specifically a hollow on the control board 207, and the edge shape of the hollow is consistent with the tooth shape of the corresponding gear ring.
In the technical solution provided in this embodiment, the engaging blocks 204 are arranged in pairs, where the arrangement space of a pair of engaging blocks 204 is exactly equal to the space between adjacent gear teeth of the corresponding gear ring, and by this design, a group of engaging blocks 204 can be exactly clamped and tightly pressed at the side concave position of the adjacent gear teeth, so as to form a stable fixing effect, and the serial port structure arranged on the corresponding control board 207 should also be correspondingly matched with the arrangement mode of the engaging blocks 204.
In the embodiment, the engagement blocks are arranged in pairs so as to be respectively clamped or loosened from different rotation directions, so that overrunning in the appointed rotation direction is realized, namely when two power sources are in cooperative action, the advantage of the power source with higher rotation speed can be exerted in the high rotation speed area, and meanwhile, the high torque power source with lower rotation speed can also be provided; the hollow-out window structure is adopted, and the ejector pin with relatively long length can be adopted through the design, so that the interaction between the window structure and the ejector pin is more stable, and the working stability and smoothness of the coupler are optimized.
In order to further optimize the above technical solution, it is preferable that, in the power coupler according to the above embodiment, a control rod 2072 perpendicular to the plate surface of the control plate 207 is connected to the control plate 207 for driving the control plate 207 to rotate.
In the technical scheme provided by the embodiment, the control board is connected with the control rod, and the control rod is preferably designed to enable the extending direction of the control rod to be perpendicular to the board surface of the control board, so that the rotation effect of the control rod can be conveniently transmitted to the control board, and the control board can be driven to rotate better; of course, the extending direction of the control rods in this embodiment should obviously deviate from the side where each gear ring is located, and in order to optimize the automatic control design, each control rod should be connected to a specially arranged controller, and the controller should have a function of controlling the engagement condition of each gear ring according to the conditions of the vehicle condition, the rotation speed, the power source, and the like.
Referring to fig. 5, fig. 5 is a schematic diagram of a hybrid system according to an embodiment of the invention.
Based on the power coupler provided in the above embodiment, the present invention further provides a hybrid power system, which includes an engine 100, a first electric machine 300, a second electric machine 400, and any one of the power couplers 200 in the above embodiment, where the engine 100 is in driving connection with the ring gear 201, the first electric machine 300 is in driving connection with the ring gear 202, and the second electric machine 400 is in driving connection with the ring gear 203. Since the hybrid system employs the power coupler 200 of the above embodiment, the advantageous effects of the hybrid system are referred to the above embodiment.
In order to further optimize the above technical solution, it is preferable that, based on the above embodiment, the hybrid system further includes a battery pack 500, where the first motor 300 and the second motor 400 are both connected to the battery pack 500, and the battery pack 500 is directly driven to rotate or drag to charge the battery pack 500. And a driving controller for controlling the engagement or the clutch operation among the inner gear ring 201, the middle gear ring 202 and the outer gear ring 203 according to the power input condition or the electric quantity of the battery pack 500. Also included are a reduction gear box 700 and a differential 800 drivingly connected to the power take-off shaft 600.
The technical scheme provided by the embodiment comprises two different motor power sources and engine power sources, and is provided with a chargeable battery pack which is driven to rotate by power supply, and the working principle of the technical scheme of the hybrid power system optimized by the embodiment is approximately as follows:
several common drive modes are included, among which a pure electric mode is preferred when the battery pack is sufficiently charged.
Including the case of being driven solely by the first motor:
referring to fig. 6, fig. 6 is a schematic structural diagram of a power coupler in the hybrid power system in the present embodiment in a corresponding working state.
In this mode, at this time, by rotating the levers 2072 of the two control plates 207, respectively, the forward engagement blocks 2041 and the reverse engagement blocks 2042 between the ring gear 201 and the ring gear 202 are separated from the ring gear 201, and the forward engagement blocks 2041 and the reverse engagement blocks 2042 between the ring gear 202 and the ring gear 203 are engaged with the ring gear 202.
The space between the inner gear ring 201 and the middle gear ring 202 is controlled in a bidirectional overrunning separation mode, the space between the middle gear ring 202 and the outer gear ring 203 is controlled in a bidirectional power transmission mode, the engine 100 and the second motor 400 do not participate in working, and power is transmitted to the outer gear ring 203 from the first motor 300, and further, the power is transmitted to the power output shaft 600.
The case of being driven solely by the second motor:
referring to fig. 7, fig. 7 is a schematic structural diagram of a power coupler in the hybrid power system in the present embodiment in a corresponding working state.
At this time, by rotating the levers 2072 of the two control plates 207, respectively, the forward engagement blocks 2041 and the reverse engagement blocks 2042 between the ring gear 201 and the ring gear 202 are separated from the ring gear 201, and the forward engagement blocks 2041 and the reverse engagement blocks 2042 between the ring gear 202 and the ring gear 203 are separated from the ring gear 202.
The space between the inner gear ring 201 and the middle gear ring 202 is controlled in a bidirectional overrunning separation mode, the space between the middle gear ring 202 and the outer gear ring 203 is controlled in a bidirectional overrunning separation mode, the engine 100 and the first motor 300 do not participate in working, power is transmitted to the outer gear ring 203 from the second motor 400, and then the power is further transmitted to the power output shaft 600 directly through the outer gear ring 203.
Double-motor parallel driving condition:
referring to fig. 6, fig. 6 is a schematic structural diagram of a power coupler in the hybrid power system in the present embodiment in a corresponding working state.
In this mode, the first motor 300 and the second motor 400 jointly drive the vehicle, at this time, by rotating the levers 2072 of the two control plates 207, respectively, the forward engagement blocks 2041 and the reverse engagement blocks 2042 between the ring gear 201 and the ring gear 202 are separated from the ring gear 201, and the forward engagement blocks 2041 and the reverse engagement blocks 2042 between the ring gear 202 and the ring gear 203 are engaged with the ring gear 202.
The internal gear 201 and the middle gear 202 of the power coupler 200 are controlled in a bidirectional overrunning separation mode, wherein the internal gear 202 and the external gear 203 are controlled in a bidirectional power transmission mode, the engine 100 does not participate in operation, and power is respectively transmitted to the external gear 203 from the first motor 300 and the second motor 400 and further transmitted to the power output shaft 600.
In addition to the above-described motor-only mode, the engine-drive mode is included:
referring to fig. 8, fig. 8 is a schematic structural diagram of a power coupler in the hybrid power system in the present embodiment in a corresponding working state.
In this mode, at this time, by rotating the levers 2072 of the two control plates 207, respectively, the forward engagement blocks 2041 and the reverse engagement blocks 2042 between the ring gear 201 and the ring gear 202 are engaged with the ring gear 201, and the forward engagement blocks 2041 and the reverse engagement blocks 2042 between the ring gear 202 and the ring gear 203 are engaged with the ring gear 202.
The gear rings of the power coupler 200 are controlled in a bi-directional power transmission mode, and power is further transmitted to the power output shaft 600 through the inner gear ring 201, the middle gear ring 202 and the outer gear ring 203 of the power coupler 200 by the output shaft of the engine 100.
Since the engine in the system is not required to be separately provided with a conventional starter, the starting of the engine can be realized by the cooperation of the power coupler 200 and the first motor 300:
referring to fig. 1, the power coupler in fig. 1 is exactly the structure of the system in the corresponding working state in this embodiment.
The positive meshing block 2041 of the ring gear 201 and the middle ring gear 202 of the power coupler 200 is engaged with the ring gear 201, the reverse meshing block 2042 is separated from the ring gear 201, and the ring gear 201 and the middle ring gear 202 of the power coupler 200 are in a reverse power transmission or overrunning mode;
and the forward engagement block 2041 and the reverse engagement between the outer ring gear 203 and the intermediate ring gear 202 are both separated from the intermediate ring gear 202, and the outer ring gear 203 and the intermediate ring gear 202 are both overrunning and separated in both directions.
The first motor 300 drives the engine 100 to start, and power can only be reversely transferred by the inner gear ring 201 and the middle gear ring 202 of the power coupler 200 at this time, so that the engine 100 can quickly reach a stable idle state under the condition of no load after being started.
In addition, common modes of operation are also modes of operation in which the engine and motor are hybrid.
The method comprises a range extending mode:
when the electric quantity of the battery pack 500 is smaller than a preset value, the hybrid power system is preferentially controlled in the range-extending mode to realize pure electric drive.
Referring to fig. 9, fig. 9 is a schematic structural diagram of a power coupler in the hybrid power system in the present embodiment in a corresponding working state.
In this mode, the engine 100 is connected in series with the first motor 300, the first motor 300 charges the battery pack 500 under the drag of the engine 100, the battery pack 500 supplies power to the second motor 400, and the second motor 400 alone drives the vehicle.
At this time, by rotating the levers 2072 of the two control plates 207, respectively, the forward engagement blocks 2041 and the reverse engagement blocks 2042 between the ring gear 201 and the ring gear 202 are engaged with the ring gear 201, and the forward engagement blocks 2041 and the reverse engagement blocks 2042 between the ring gear 202 and the ring gear 203 are disengaged from the ring gear 202.
In this case, the power is transmitted between the ring gear 201 and the middle ring gear 202 in a bidirectional manner, so that the engine 100 drags the first motor 300 to generate electricity; the outer ring gear 203 and the intermediate ring gear 202 are in a bidirectional overrunning separation state, and power cannot be transmitted between the first motor 300 and the second motor 400.
The motor is connected with any motor in parallel to jointly drive the motor in a mode that:
referring to fig. 8, fig. 8 is a schematic structural diagram of a power coupler in the hybrid power system in the present embodiment in a corresponding working state.
In this mode, the engine 100 drives the vehicle together with the first motor 300 or the second motor 400, and at this time, by rotating the levers 2072 of the two control plates 207, respectively, the forward engagement blocks 2041 and the reverse engagement blocks 2042 between the ring gear 201 and the ring gear 202 are engaged with the ring gear 201, and the forward engagement blocks 2041 and the reverse engagement blocks 2042 between the ring gear 202 and the ring gear 203 are engaged with the ring gear 202. The state of bi-directional power transmission is controlled between the ring gear 201 and the ring gear 202 and between the ring gear 202 and the ring gear 203.
The hybrid drive mode is as follows:
in this mode, engine 100 is connected in series with first electric machine 300, first electric machine 300 charges battery pack 500 under the drag of engine 100, engine 100 is connected in parallel with second electric machine 400, and engine 100 and second electric machine 400 together drive the vehicle.
Referring to fig. 8, fig. 8 is a schematic structural diagram of a power coupler in the hybrid power system in the present embodiment in a corresponding working state.
In this case, by rotating the levers 2072 of the two control plates 207, respectively, the forward engagement blocks 2041 and the reverse engagement blocks 2042 between the ring gear 201 and the ring gear 202 are engaged with the ring gear 201, and the forward engagement blocks 2041 and the reverse engagement blocks 2042 between the ring gear 202 and the ring gear 203 are engaged with the ring gear 202. The state of bi-directional power transmission is controlled between the ring gear 201 and the ring gear 202 and between the ring gear 202 and the ring gear 203.
The system also comprises an energy recovery mode based on the common working mode:
referring to fig. 6, fig. 6 is a schematic structural diagram of a power coupler in the hybrid power system in the present embodiment in a corresponding working state.
In this mode, the first and second electric motors 300 and 400 are reversely towed to generate electric power to charge the battery pack 500, and kinetic energy or potential energy of the vehicle is converted into electric energy to be recovered, and at this time, by rotating the control lever 2072 of each control board 207, the forward engagement blocks 2041 and the reverse engagement blocks 2042 between the ring gear 201 and the ring gear 202 are separated from the ring gear 201, and the forward engagement blocks 2041 and the reverse engagement blocks 2042 between the ring gear 202 and the ring gear 203 are engaged with the ring gear 202. The state of bi-directional power transmission is controlled between the ring gear 202 and the ring gear 203, and the bi-directional overrunning split mode is controlled between the ring gear 202 and the ring gear 201 to prevent the engine 100 from being towed back.
In the present specification, each embodiment is described in a progressive manner, and each embodiment is mainly described in a different point from other embodiments, and identical and similar parts between the embodiments are all enough to refer to each other.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (7)
1. A power coupler, comprising: the inner gear ring, the middle gear ring and the outer gear ring are respectively used for being in transmission connection with three different power output assemblies and are coaxially arranged, and the outer gear ring is also used for being connected with a power output shaft; the inner gear ring, the middle gear ring and the outer gear ring are mutually sleeved from inside to outside, movable joint assemblies are arranged between the inner gear ring and the middle gear ring and between the middle gear ring and the outer gear ring, and controllable joint or separation can be realized between the inner gear ring and the middle gear ring or between the middle gear ring and the outer gear ring by clamping or releasing gear teeth; the movable joint assembly comprises a meshing block and a control plate, wherein the meshing block is respectively arranged between the inner edge of the outer gear ring and the outer edge of the middle gear ring and between the inner edge of the middle gear ring and the outer edge of the inner gear ring, and the control plate is used for controlling the meshing block to rotate; one end of the meshing block is rotationally connected with the inner edge of the outer gear ring or the middle gear ring, and the other end of the meshing block is provided with a top pin extending out of the side surface of the meshing block by a preset distance; the control plate is coaxially arranged with each gear ring and is positioned at the plane side of each gear ring, and a window structure for pushing the ejector pins to rotate is arranged on the side surface of the control plate; the meshing blocks are arranged in groups, and each group of meshing blocks comprises a pair of forward meshing blocks and reverse meshing blocks with opposite jacking pins, which are respectively used for jacking teeth of the corresponding gear rings from different directions; the window structure is specifically a hollow on the control board, and the shape of the edge of the hollow is consistent with the shape of the tooth corresponding to the gear ring; the control panel is a flat plate structure attached to the side face of the gear ring, the edge area on the round face of the control panel is matched with the position of the ejector pin, and the window structure is arranged.
2. The power coupler of claim 1, wherein the control board is connected with a control rod perpendicular to the board surface thereof for driving the control board to rotate.
3. A hybrid powertrain comprising an engine, a first electric machine, and a second electric machine, further comprising the power coupler of any one of claims 1-2;
the engine is in transmission connection with the inner gear ring, the first motor is in transmission connection with the middle gear ring, and the second motor is in transmission connection with the outer gear ring.
4. The hybrid system of claim 3, further comprising a battery pack, wherein the first motor and the second motor are both connected to the battery pack, and wherein the battery pack is directly driven to rotate or is dragged to charge.
5. The hybrid system of claim 4, further comprising a drive controller that controls engagement or clutching actions between each of the ring gear, and the ring gear according to a power input condition or a battery charge.
6. The hybrid powertrain of claim 5, further comprising a reduction gearbox and differential in driving connection with the power take-off shaft.
7. A vehicle comprising a hybrid system according to any one of claims 3 to 6.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201710384026.4A CN107420448B (en) | 2017-05-26 | 2017-05-26 | Power coupler, hybrid power system and vehicle |
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| Application Number | Priority Date | Filing Date | Title |
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| CN201710384026.4A CN107420448B (en) | 2017-05-26 | 2017-05-26 | Power coupler, hybrid power system and vehicle |
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| CN107420448A CN107420448A (en) | 2017-12-01 |
| CN107420448B true CN107420448B (en) | 2023-09-12 |
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| CN1259916A (en) * | 1997-06-09 | 2000-07-12 | 世界产业株式会社 | Apparatus for changing rotation of pedal shaft for bicycle |
| CN101285509A (en) * | 2007-03-05 | 2008-10-15 | 通用汽车环球科技运作公司 | Dual one-way clutch assembly |
| CN105636812A (en) * | 2013-10-15 | 2016-06-01 | 丰田自动车株式会社 | Power transmission device |
| CN106232404A (en) * | 2014-04-25 | 2016-12-14 | 丰田自动车株式会社 | Control system for vehicle |
| CN207261499U (en) * | 2017-05-26 | 2018-04-20 | 广东工业大学 | A kind of power coupler and hybrid power system and vehicle |
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| US6814201B2 (en) * | 2003-02-13 | 2004-11-09 | Borgwarner, Inc. | Bi-directional axially applied pawl clutch assembly |
| US7484605B2 (en) * | 2005-06-09 | 2009-02-03 | Means Industries, Inc. | Overrunning radial coupling assembly and method for controlling the engagement of inner and outer members of the assembly |
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| CN1259916A (en) * | 1997-06-09 | 2000-07-12 | 世界产业株式会社 | Apparatus for changing rotation of pedal shaft for bicycle |
| CN101285509A (en) * | 2007-03-05 | 2008-10-15 | 通用汽车环球科技运作公司 | Dual one-way clutch assembly |
| CN105636812A (en) * | 2013-10-15 | 2016-06-01 | 丰田自动车株式会社 | Power transmission device |
| CN106232404A (en) * | 2014-04-25 | 2016-12-14 | 丰田自动车株式会社 | Control system for vehicle |
| CN207261499U (en) * | 2017-05-26 | 2018-04-20 | 广东工业大学 | A kind of power coupler and hybrid power system and vehicle |
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| CN107420448A (en) | 2017-12-01 |
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