CN112977043A - Rear-drive series hybrid power driving system - Google Patents
Rear-drive series hybrid power driving system Download PDFInfo
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- CN112977043A CN112977043A CN202110243745.0A CN202110243745A CN112977043A CN 112977043 A CN112977043 A CN 112977043A CN 202110243745 A CN202110243745 A CN 202110243745A CN 112977043 A CN112977043 A CN 112977043A
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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
- B60K6/42—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 ; 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 the architecture of the hybrid electric vehicle
- B60K6/46—Series type
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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
- B60K6/36—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 ; 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 transmission gearings
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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)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention discloses a rear-drive series hybrid power driving system, relates to the technical field of hybrid power automobile driving system structures, and is mainly used for solving the problem that the oil consumption is overlarge when a traditional hybrid power automobile runs at a high speed. The main structure is as follows: the speed increaser comprises a speed increaser input gear, a speed increaser intermediate gear and a speed increaser output gear, the speed increaser input gear, the speed increaser intermediate gear and the speed increaser output gear are in meshing transmission connection, and the axis of the speed increaser intermediate gear is also in intermittent transmission connection with the input end of the transmission shaft through a direct-drive shafting; the motor controller is connected with the vehicle control unit, and the vehicle control unit is further connected with the battery and the direct drive shafting. According to the rear-drive series hybrid power driving system provided by the invention, the direct-drive shafting is arranged, so that the engine can be directly connected with the transmission shaft when necessary to participate in the driving of an automobile, and the oil consumption is reduced.
Description
Technical Field
The invention relates to the technical field of hybrid electric vehicle driving system structures, in particular to a rear-drive series hybrid power driving system.
Background
At present, with the implementation of a domestic 'double-integral' policy and a new 'fuel consumption regulation', the average fuel consumption level of a new car of a passenger car in China is reduced to 4.0L/100km (based on a NEDC cycle test) in 2025. Conventional fuel-powered vehicles have difficulty meeting this requirement. Therefore, a more fuel-efficient hybrid vehicle has become the best choice for each user.
In a conventional series hybrid vehicle drive system, power of an engine is output to a generator, and at the same time, electricity generated by the generator is output to a battery or directly to a drive motor, and then the vehicle is driven using the electric power. The engine does not directly drive the vehicle, but charges the battery by intermittent starting, and the output power of the driving motor is adjusted by the battery. Therefore, the engine can work in the high-efficiency area to the maximum extent, and the fuel consumption of the vehicle is reduced.
However, when the vehicle is running at a high speed, the power consumption of the conventional hybrid vehicle driven by the battery and the driving motor is increased, and the engine needs to be continuously operated to charge the battery, which results in increased fuel consumption. Meanwhile, in the whole energy transmission process, the power of the engine is converted into electric energy through the generator to the generator inverter and then to the driving motor inverter to finally drive the driving motor to drive the vehicle, and a part of energy is lost after a series of energy conversion, so that the oil consumption of the hybrid electric vehicle is even higher than that of a pure fuel oil vehicle when the hybrid electric vehicle runs at a high speed.
Disclosure of Invention
The invention aims to provide a rear-drive series hybrid power driving system, which can enable an engine to be directly connected with a transmission shaft when necessary by arranging a direct-drive shafting to participate in the driving of an automobile, thereby reducing the oil consumption.
The technical scheme for solving the technical problems is as follows: a rear-drive series hybrid power driving system comprises an engine, a speed increaser, a generator, a motor controller, a driving motor, a speed reducer, a transmission shaft, a wheel shaft and a vehicle rear wheel which are sequentially connected, wherein the speed increaser comprises a speed increaser input gear, a speed increaser intermediate gear and a speed increaser output gear, the speed increaser input gear, the speed increaser intermediate gear and the speed increaser output gear are sequentially meshed and in transmission connection, and the axle center of the speed increaser intermediate gear is also in intermittent transmission connection with the input end of the transmission shaft through a direct-drive shaft system; the motor controller is further connected with a battery and a vehicle control unit, and the vehicle control unit is connected with the direct-drive shafting.
As a further improvement of the invention, the direct-drive shafting comprises a synchronizer and a direct-drive shafting transmission gear which are coaxially arranged and intermittently meshed, the synchronizer is coaxially and drivingly connected with the intermediate gear of the speed increaser through a connecting shaft, and the direct-drive shafting transmission gear is drivingly connected with the input end of the transmission shaft.
As a further improvement of the invention, the synchronizer is in electric transmission connection with the vehicle control unit.
As a further improvement of the present invention, the speed reducer comprises a speed reducer input gear in transmission connection with the output end of the driving motor, a speed reducer intermediate gear, and a speed reducer output gear in transmission connection with the input end of the transmission shaft, and the speed reducer input gear, the speed reducer intermediate gear, and the speed reducer output gear are in transmission connection.
As a further improvement of the invention, the input gear of the speed reducer is in meshed transmission connection with the intermediate gear of the speed reducer, and the intermediate gear of the speed reducer is in coaxial transmission connection with the output gear of the speed reducer through a connecting shaft.
As a further improvement of the invention, the diameter of the intermediate gear of the speed reducer is larger than the diameters of the input gear and the output gear of the speed reducer.
As a further improvement of the invention, the input end of the transmission shaft is provided with a transmission shaft input gear which is in transmission connection with the output end of the direct drive shafting and the output end of the speed reducer.
As a further improvement of the invention, a torsional damper is arranged between the output end of the engine and the input gear of the speed increaser.
As a further improvement of the invention, a rear axle differential is arranged on the wheel shaft and is in transmission connection with the output end of the transmission shaft.
As a further improvement of the invention, the speed increaser, the direct drive shafting and the speed reducer are integrally arranged in a gear box.
Advantageous effects
Compared with the prior art, the rear-drive series hybrid power driving system has the advantages that:
1. when the automobile normally runs, the vehicle control unit controls the direct-drive shafting not to be in transmission connection with the input end of the transmission shaft, the engine only drives the generator to charge the battery through the motor controller, and the motor controller also controls the battery to supply power to the driving motor so as to drive the transmission shaft. At the moment, the engine does not directly drive the rear wheels of the vehicle and is intermittently operated and charged, so that the engine can always work in an economic region, and better fuel economy and lower emission are provided. When the automobile runs at a high speed, the vehicle control unit controls the direct-drive shafting to be in transmission connection with the input end of the transmission shaft, and the engine drives the generator and is also in transmission connection with the transmission shaft through the direct-drive shafting. At the moment, because the engine is continuously operated, if the driving motor participates in the driving of the transmission shaft under the control of the motor controller, one part of energy output by the engine is converted into electric energy through the generator, the motor controller and the battery, the other part of energy is converted into mechanical energy through the direct drive shafting and the transmission shaft, and the electric energy and the mechanical energy are mixed to drive the transmission shaft. If the driving motor does not participate in driving the transmission shaft under the control of the motor controller, after the battery is fully charged, the energy output by the engine can be converted into mechanical energy, and the mechanical energy drives the transmission shaft. Compared with the existing series hybrid power system, the two transmission modes have the advantages that the direct-drive shafting is arranged, so that the engine can be directly connected with the transmission shaft when necessary to participate in the driving of the automobile. Therefore, the driving system greatly reduces the loss of energy in the process of conversion and re-output, and further reduces the oil consumption.
2. In the driving system, the direct-drive shafting is in transmission connection/disconnection with the input end of the transmission shaft under the control of the vehicle controller, and the normal output of the driving motor cannot be influenced, so that the vehicle can be ensured not to have power interruption in the driving process, and the driving experience of a user is further ensured.
3. The direct-drive shafting comprises a synchronizer and a direct-drive shafting transmission gear which are coaxially arranged and are in intermittent meshing, the synchronizer is in coaxial transmission connection with the intermediate gear of the speed increaser through a connecting shaft, and the direct-drive shafting transmission gear is in transmission connection with the input end of the transmission shaft. In the driving system, the engagement/disengagement of the synchronizer and the transmission gear of the direct-drive shafting is controlled through the vehicle control unit, the conversion of the driving mode can be controlled, and the use is convenient. Specifically, before the gear is engaged, namely the synchronizer is meshed with the direct-drive shafting transmission gear, the generator is firstly regulated to the rotation speed difference allowed by the synchronizer, and then the synchronizer synchronizes the rotation speeds of the intermediate gear of the speed increaser and the direct-drive shafting transmission gear, so that the system has low requirement on the synchronization capacity of the synchronizer, can adopt the synchronizer with simple structure and low cost, and further saves the cost.
4. Under the high-speed working condition, the engine, the driving motor and the generator can output together, and the acceleration performance of the vehicle under the high-speed working condition is ensured.
The invention will become more apparent from the following description when taken in conjunction with the accompanying drawings, which illustrate embodiments of the invention.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
FIG. 1 is a schematic diagram of the system of the present invention;
FIG. 2 is a schematic diagram of a parking power generation mode system of the present invention;
FIG. 3 is a schematic diagram of a series drive mode system according to the present invention;
FIG. 4 is a schematic structural diagram of a system in a pure electric mode according to the present invention;
FIG. 5 is a schematic diagram of a system configuration in a direct drive mode of the engine of the present invention;
FIG. 6 is a schematic diagram of the system architecture for the regenerative braking mode of the present invention.
Wherein: 1-an engine; 2-a torsional damper; 3-speed increaser; 4-a synchronizer; 5-direct drive shafting; 6-needle roller bearing; 7-a reducer; 8-a generator; 9-driving a motor; 10-a vehicle control unit; 11-a motor controller; 12-a battery; 13-a drive shaft; 14-a wheel; 15-rear axle differential; 16-direct drive shafting transmission gear.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is further described in detail below with reference to the accompanying drawings. It is to be understood that the described embodiments are merely exemplary of the invention, and not restrictive of the full scope of the invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; of course, mechanical connection and electrical connection are also possible; alternatively, they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
Embodiments of the present invention will now be described with reference to the accompanying drawings.
Examples
Referring to fig. 1, a rear-drive series hybrid drive system according to an embodiment of the present invention includes an engine 1, a speed increaser 3, a generator 8, a motor controller 11, a driving motor 9, a speed reducer 7, a transmission shaft 13, a wheel shaft, and a rear wheel 14, which are connected in sequence.
The speed increaser 3 comprises a speed increaser input gear connected with the output end of the engine 1 in a transmission way, a speed increaser intermediate gear and a speed increaser output gear connected with the input end of the generator 8 in a transmission way. The speed increaser input gear, the speed increaser intermediate gear and the speed increaser output gear are sequentially meshed and connected in a transmission manner. The axle center of the intermediate gear of the speed increaser is also in intermittent transmission connection with the input end of the transmission shaft 13 through the direct drive shafting 5. The motor controller 11 is further connected with a battery 12 and a vehicle control unit 10, and the vehicle control unit 10 is connected with the direct-drive shafting 5.
When the automobile normally runs, the vehicle control unit 10 controls the direct drive shafting 5 not to be in transmission connection with the input end of the transmission shaft 13, and the engine 1 only drives the generator 8 to charge the battery 12 through the motor controller 11. The motor controller 11 also controls the battery 12 to supply power to the drive motor 9, thereby driving the transmission shaft 13. At this time, since the engine 1 does not directly drive the rear wheels 14 of the vehicle and is intermittently operated and charged, the engine 1 can be always operated in the economical region, providing better fuel economy and lower emissions.
When the automobile runs at a high speed, the vehicle control unit 10 controls the direct-drive shafting 5 to be in transmission connection with the input end of the transmission shaft 13, and the engine 1 drives the generator 8 and is also in transmission connection with the transmission shaft 13 through the direct-drive shafting 5. At this time, since the engine 1 is continuously operated, if the driving motor 9 participates in driving the transmission shaft 13 under the control of the motor controller 11, a part of the energy output by the engine 1 is converted into electric energy through the generator 8, the motor controller 11 and the battery 12, and the other part of the energy is converted into mechanical energy through the direct-drive shafting 5 and the transmission shaft 13, and the electric energy and the mechanical energy are mixed to drive the transmission shaft 13. If the driving motor 9 does not participate in driving the transmission shaft 13 under the control of the motor controller 11, the energy output by the engine 1 is converted into mechanical energy after the battery 12 is fully charged, and the mechanical energy drives the transmission shaft 13. Compared with the existing series hybrid power system, the two transmission modes have the advantages that the direct-drive shafting 5 is arranged, so that the engine 1 can be directly connected with the transmission shaft 13 when necessary to participate in the driving of the automobile. Therefore, the driving system greatly reduces the loss of energy in the process of conversion and re-output, and further reduces the oil consumption.
In the driving system, the direct-drive shafting 5 is in transmission connection/disconnection with the input end of the transmission shaft 13 under the control of the vehicle controller 10, and the normal output of the driving motor 9 cannot be influenced, so that no power interruption is caused in the driving process of the vehicle, and the driving experience of a user is further ensured. Meanwhile, under a high-speed working condition, the engine 1, the driving motor 9 and the generator 8 can output together, and the acceleration performance of the vehicle under the high-speed working condition is also ensured.
And, about direct drive shafting 5 includes coaxial setting and intermittent type formula meshing's synchronous ware 4 and direct drive shafting drive gear 16. The synchronizer 4 is in coaxial transmission connection with a middle gear of the speed increaser through a connecting shaft, and the transmission gear 16 of the direct-drive shafting is in transmission connection with the input end of the transmission shaft 13. In this embodiment, the synchronizer 4 is electrically connected to the vehicle control unit 10.
In the driving system, the whole vehicle controller 10 controls the engagement/disengagement of the synchronizer 4 and the direct-drive shafting transmission gear 16, the conversion of driving modes can be controlled, and the driving system is convenient to use. Specifically, before the gear is engaged, namely the synchronizer 4 is meshed with the direct-drive shafting transmission gear 16, the speed of the generator 8 is regulated to the rotation speed difference allowed by the synchronizer 4, and then the synchronizer 4 synchronizes the rotation speed of the speed increaser intermediate gear and the direct-drive shafting transmission gear 16, so that the system has low requirement on the synchronization capacity of the synchronizer 4, can adopt the synchronizer with simple structure and low cost, and further saves the cost.
Meanwhile, regarding the specific structure of the reducer 7, the reducer 7 includes a reducer input gear in transmission connection with the output end of the driving motor 9, a reducer intermediate gear, and a reducer output gear in transmission connection with the input end of the transmission shaft 13. The input gear of the speed reducer, the intermediate gear of the speed reducer and the output gear of the speed reducer are in transmission connection. In the embodiment, the input gear of the speed reducer is in meshing transmission connection with the intermediate gear of the speed reducer, and the intermediate gear of the speed reducer is in coaxial transmission connection with the output gear of the speed reducer through the connecting shaft. The diameter of the intermediate gear of the speed reducer is larger than the diameters of the input gear and the output gear of the speed reducer.
In this embodiment, the input end of the transmission shaft 13 is provided with a transmission shaft input gear in transmission connection with the output end of the direct drive shafting 5 and the output end of the speed reducer 7.
In addition, a torsional damper 2 is arranged between the output end of the engine 1 and the input gear of the speed increaser, so that the vibration on the output shaft of the engine 1 can be effectively reduced. The wheel shaft is provided with a rear axle differential 15, and the rear axle differential 15 is in transmission connection with the output end of the transmission shaft 13.
In the present embodiment, the speed increaser 3, the direct drive shafting 5 and the speed reducer 7 are integrally arranged in one gear box. The output shaft of the engine 1 passes through the axis of the input gear of the speed increaser and is arranged coaxially with the transmission shaft 13. The free end of the output shaft of the engine 1 is rotatably connected to the end of the drive shaft 13 via a needle bearing 6.
It should be noted that:
the speed increaser 3 and the speed reducer 7 in the embodiment adopt two-stage transmission, which is to ensure the center distance between the generator 8 and the engine 1 and between the driving motor 9 and the transmission shaft 13 and the optimal space design.
2-6, with the system, a park power generation mode, a series drive mode, an electric only mode, an engine direct drive mode, and a regenerative braking mode may be implemented. The working conditions except the high-speed working condition, such as starting working condition, medium-low speed working condition, rapid acceleration and the like, adopt a series driving mode or a pure electric mode. Meanwhile, the regenerative braking mode refers to braking power generation, namely, the driving motor 9 stores energy when a brake is stepped on.
The present invention has been described in connection with the preferred embodiments, but the present invention is not limited to the embodiments disclosed above, and is intended to cover various modifications, equivalent combinations, which are made in accordance with the spirit of the present invention.
Claims (10)
1. A rear-drive series hybrid power driving system comprises an engine (1), a speed increaser (3), a generator (8), a motor controller (11), a driving motor (9), a speed reducer (7), a transmission shaft (13), a wheel axle and a vehicle rear wheel (14) which are sequentially connected, and is characterized in that the speed increaser (3) comprises a speed increaser input gear, a speed increaser intermediate gear and a speed increaser output gear, wherein the speed increaser input gear, the speed increaser intermediate gear and the speed increaser output gear are sequentially meshed and in transmission connection, and the axle center of the speed increaser intermediate gear is also in intermittent transmission connection with the input end of the transmission shaft (13) through a direct-drive shafting (5); the motor controller (11) is further connected with a battery (12) and a vehicle control unit (10), and the vehicle control unit (10) is connected with the direct-drive shafting (5).
2. A rear-drive series hybrid drive system according to claim 1, wherein the direct-drive shafting (5) comprises a synchronizer (4) and a direct-drive shafting transmission gear (16) which are coaxially arranged and intermittently engaged, the synchronizer (4) is coaxially and drivingly connected with the speed increaser intermediate gear through a connecting shaft, and the direct-drive shafting transmission gear (16) is drivingly connected with the input end of the transmission shaft (13).
3. A rear-drive series hybrid drive system according to claim 2, wherein said synchronizer (4) is electrically connected in transmission with the vehicle controller (10).
4. A rear-drive series hybrid drive system according to claim 1, characterized in that said reducer (7) comprises a reducer input gear in driving connection with the output of the drive motor (9), a reducer intermediate gear and a reducer output gear in driving connection with the input of the drive shaft (13), said reducer input gear, reducer intermediate gear and reducer output gear being in driving connection.
5. A rear-drive series hybrid drive system according to claim 4, wherein said retarder input gear is in meshing driving connection with a retarder intermediate gear, said retarder intermediate gear being in coaxial driving connection with the retarder output gear through a coupling shaft.
6. A rear-drive series hybrid drive system as set forth in claim 5 wherein said reducer idler gear has a diameter greater than the diameters of the reducer input gear and the reducer output gear.
7. A rear-drive series hybrid driving system according to claim 1, 3 or 6, characterized in that the input end of the transmission shaft (13) is provided with a transmission shaft input gear which is in transmission connection with the output end of the direct-drive shafting (5) and the output end of the speed reducer (7).
8. A rear-drive series hybrid drive system according to claim 1, characterised in that a torsional damper (2) is also provided between the output of the engine (1) and the speed-increaser input gear.
9. A rear-drive series hybrid drive system according to claim 1, wherein a rear axle differential (15) is provided on the wheel axle, and the rear axle differential (15) is in drive connection with the output end of the propeller shaft (13).
10. A rear-drive series hybrid drive system according to claim 1, characterized in that the speed increaser (3), the direct-drive shafting (5) and the speed reducer (7) are integrated in one gearbox.
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| CN202110243745.0A CN112977043A (en) | 2021-03-05 | 2021-03-05 | Rear-drive series hybrid power driving system |
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Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US11897355B2 (en) | 2022-03-09 | 2024-02-13 | Anthony Macaluso | Electric vehicle charging station |
| US11916466B2 (en) | 2019-06-07 | 2024-02-27 | Anthony Macaluso | Power generation from vehicle wheel rotation |
| US11919413B2 (en) | 2019-06-07 | 2024-03-05 | Anthony Macaluso | Methods and apparatus for powering a vehicle |
| US11919387B1 (en) | 2022-03-09 | 2024-03-05 | Anthony Macaluso | Flexible arm generator |
| US11955875B1 (en) | 2023-02-28 | 2024-04-09 | Anthony Macaluso | Vehicle energy generation system |
| US11985579B2 (en) | 2019-06-07 | 2024-05-14 | Anthony Macaluso | Systems and methods for managing a vehicle's energy via a wireless network |
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Application publication date: 20210618 |