CN201506242U - Hybrid power system of locomotive car - Google Patents
Hybrid power system of locomotive car Download PDFInfo
- Publication number
- CN201506242U CN201506242U CN2009202190429U CN200920219042U CN201506242U CN 201506242 U CN201506242 U CN 201506242U CN 2009202190429 U CN2009202190429 U CN 2009202190429U CN 200920219042 U CN200920219042 U CN 200920219042U CN 201506242 U CN201506242 U CN 201506242U
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- motor
- rear wheel
- shaft
- locomotive
- drive
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- Hybrid Electric Vehicles (AREA)
Abstract
The utility model relates to a hybrid power system of a locomotive car, which is characterized by comprising a force input shaft, a force output shaft, a speed-change mechanism, two one-way clutches, a motor, a battery and a controller, wherein the force input shaft is articulated with the crank shaft of the engine of the locomotive car; the force output shaft is articulated with a rear wheel transmission shaft, whereas the speed-change mechanism is connected between the force input shaft and the force output shaft; one one-way clutch is articulated with the force output shaft and the rear wheel transmission shaft, and the other one-way clutch is articulated with the motor and the rear wheel transmission shaft. The controller can selectively control the motor to run so as to drive the rear wheel transmission shaft to rotate or control the motor not to run, and the force output shaft directly drives the rear wheel transmission shaft to rotate. Two power systems of the engine and the motor of the hybrid power system can be mutually switched over for use according to the environmental requirements, which can not cause power loss, thereby reducing the total consumption of the gasoline, and further, the exhaust emission and air pollution are reduced; the engine power drive can also be adopted to increase the riding speed and the endurance and reduce the volume and the weight of the battery.
Description
Technical field
The utility model relates to a kind of locomotive hybrid power system, but refers to that especially a kind of selecting type that is applicable to provides the locomotive hybrid power system of locomotive engine power system or motor power system.
Background technology
In recent years, based on the influence of the new line and the energy shock of world's environmental consciousness, each advanced country of the world has high input all that fund and manpower research and development are lowly polluted, low oil consumption, with dynamical vehicle.
With present emerging elec. vehicle is example, and it is to use electric energy as its drive energy, so it does not have the known driven by engine of utilizing, and exhaust gas discharging that is produced and pollution, thereby be considered to the preferable vehicle.Yet elec. vehicle has but that endurance is low, charging is inconvenient, with the higher shortcoming of cost.For improving aforesaid drawbacks, succeeded in developing so-called fuel cell at present, though it solves the problem of elec. vehicle endurance, but still have cost expensive with the hydrogen station shortcoming of universalness not as yet.
Be example with present engine vehicle again, its power resources mainly are Gasoline engines, its maturation that possesses skills, horsepower be big, with advantages such as speed is fast, but noise that Gasoline engine produced and exhaust emission, then serious day by day to the pollution of environment, for warming up of the earth suitable adverse influence is also arranged in addition, and the price of gasoline raises successively, all unfavorable factors are also comed one after another, and countries in the world are for environmental regulation also increasingly stringent at present.Therefore, how to develop the vehicle of the power system that has Gasoline engine and two kinds of advantages of electric energy simultaneously, become the problem that present each locomotive manufacturer does one's utmost to research and develop in fact.
The invention popularity originally in the spirit of positive invention, is urgently thought a kind of locomotive hybrid power system that can address the above problem because of in this, and several times research experiment is eventually to finishing the utility model.
The utility model content
The purpose of this utility model provides a kind of locomotive hybrid power system, and it can reduce gasoline total consumption amount, and then reduces exhaust emission and aerial contamination; Can also increase the speed of driving and endurance, increase electrically-charged comfort feature.
The purpose of this utility model is achieved in that a kind of locomotive hybrid power system, includes: an inputting shaft, a force-output shaft, a speed-changing mechanism, one first free-wheel clutch, one first motor, one second free-wheel clutch, a battery, an and controller.
Above-mentioned inputting shaft is and a crank shaft of a locomotive engine articulates, and force-output shaft then is and a drive shaft of rear wheel of locomotive articulates, and speed-changing mechanism then is linked between inputting shaft and the force-output shaft.Be with force-output shaft, reach the drive shaft of rear wheel pivot joint as for first free-wheel clutch, first free-wheel clutch can be passed to drive shaft of rear wheel in order to unidirectional rotary power with force-output shaft.
In addition, the first above-mentioned motor is to articulate with drive shaft of rear wheel, in order to drive the drive shaft of rear wheel rotation.Second free-wheel clutch is with first motor, reaches the drive shaft of rear wheel pivot joint, and second free-wheel clutch can be passed to drive shaft of rear wheel in order to unidirectional rotary power with first motor.
In addition, above-mentioned battery is to be electrically connected with first motor, then is electrically connected with battery as for controller, and controller can be controlled first motor running to drive the drive shaft of rear wheel rotation by selecting type, or controlling first motor does not turn round, and is rotated by locomotive engine direct drive drive shaft of rear wheel.
By this, when rotating, can't drive first motor and dally with the driven by engine drive shaft of rear wheel; When rotating, can not drive engine yet and dally in addition with the first motor driven drive shaft of rear wheel.So engine and two kinds of power systems of first motor can be switched use mutually according to environmental demand, neither meeting causes the loss of power.
In addition, can more organize between the force-output shaft of above-mentioned locomotive and the drive shaft of rear wheel and be provided with a train of reduction gears, behind the torsion that can improve force-output shaft, remove to drive drive shaft of rear wheel again.
In addition, above-mentioned locomotive can more include an electrical generator, and electrical generator is to articulate mutually with crank shaft with locomotive engine, and is electrically connected to battery, with when the engine running, can produce electric power and is stored in the battery.
Moreover, above-mentioned locomotive can more include one second motor, second motor is to articulate with a traction avant axle of locomotive, and be electrically connected with battery, in order to drive the rotation of traction avant axle, when with engine or the rotation of the first motor driven drive shaft of rear wheel, to use synchronously, can increase the torsion of starting and climbing.
Again, controller can selecting type be controlled second motor running to drive the rotation of traction avant axle or controlling second motor does not turn round, only with engine or the rotation of the first motor driven drive shaft of rear wheel.
In addition, above-mentioned first motor, and second motor all can be a hub motor, wherein the rotor of hub motor can be transmission shaft and wears, rotor and transmission shaft and together rotation, stator is then fixed with motor shell, thereby it is more succinct that the car load configuration is arranged, and dwindles the space of locomotive, except the car load car body change amplitude not quite, and structure is also oversimplified.
The utility model has the advantages that, two kinds of power systems of engine and motor can be switched use mutually according to environmental demand, neither meeting causes the loss of power, promptly when locomotive in, during the running condition of low speed, urban district, short distance, can use first motor power to drive, with minimizing gasoline single-piece consumption, and then reduce exhaust emission and aerial contamination; In addition, then can use the engine power driving, drive speed and endurance with increase, and dwindle volume of battery and weight, and then also can increase electrically-charged comfort feature when locomotive during in the running condition of high speed, suburb, long-range.
Description of drawings
Fig. 1 is the outward appearance front elevation of the utility model one preferred embodiment.
Fig. 2 is the structural representation of the utility model one preferred embodiment.
Fig. 3 is the system architecture diagram of the utility model one preferred embodiment.
The main element nomenclature
1 locomotive, 2 engines
3 inputting shafts, 4 force-output shafts
5 speed-changing mechanisms, 6 train of reduction gears
7 first free-wheel clutchs, 8 drive shaft of rear wheel
9 first motors, 11 second free-wheel clutchs
12 electrical generators, 13 batteries
14 controllers, 15 traction avant axles
16 second motors, 17 crank shafts
18 trailing wheels, 19 front-wheels
20 engine power systems, 30 motor power systems
31 head lamps, 32 observation mirrors
33 handles, 34 front aproies
35 stretchers, 36 seat cushions
37 car bodies cover 38 back lights
51 driving disk groups, 52 slider disc groups
53 drive belts, 91,161 rotors
92,162 stators, 181,191 wheel rims
The specific embodiment
Seeing also Fig. 1 is the outward appearance front elevation of the utility model one preferred embodiment, wherein shows a locomotive 1, and the outward appearance of locomotive 1 includes head lamp 31, observation mirror 32, handle 33, front apron 34, stretcher 35, seat cushion 36, car body lid 37, reaches back light 38.Wherein the power system of locomotive 1 is except that having an engine power system 20, and respectively at trailing wheel 18, and front-wheel 19 on group be provided with one first motor 9, and one second motor 16.
Please consult simultaneously structural representation that Fig. 2 is the utility model one preferred embodiment, and Fig. 3 be the system architecture diagram of the utility model one preferred embodiment, and see also Fig. 1.The locomotive hybrid power system of present embodiment includes: an inputting shaft 3, a force-output shaft 4, a speed-changing mechanism 5, a train of reduction gears 6, one first free-wheel clutch 7, one first motor 9, one second free-wheel clutch 11, an electrical generator 12, a battery 13, one second motor 16, an and controller 14.
As shown in the figure, inputting shaft 3 is and a crank shaft 17 of a locomotive 1 engine 2 articulates, drive shaft of rear wheel 8 pivot joints of 4 of force-output shafts and locomotive 1, and 5 of speed-changing mechanisms are linked between inputting shaft 3 and the force-output shaft 4.In the present embodiment, speed-changing mechanism 5 is a continuous variable transmission.
Wherein, speed-changing mechanism 5 includes a driving disk group 51, a drive plate group 52, reaches a drive belt 53.Wherein, drive belt 53 is surrounded between driving disk group 51 and the drive plate group 52.Drive belt 53 can produce corresponding change at the pitch ratio at driving disk group 51 places and drive plate group 52 places, promptly changes radius ratio, thereby reaches the purpose of continuous variable speed, and this is for commonly using known technology.Do not repeat them here.
In addition, as shown in Figure 2, train of reduction gears 6 is to be mounted between force-output shaft 4 and the drive shaft of rear wheel 8, behind the torsion that can improve force-output shaft 4, removes to drive drive shaft of rear wheel 8 again, and then drives trailing wheel 18 rotations.And first free-wheel clutch 7 is with force-output shaft 4, reaches drive shaft of rear wheel 8 pivot joints, and first free-wheel clutch 7 can be passed to drive shaft of rear wheel 8 in order to unidirectional rotary power with force-output shaft 4, and then drives trailing wheel 18 rotations.
The first above-mentioned motor 9 is to articulate with drive shaft of rear wheel 8, and first motor 9 can rotate in order to drive drive shaft of rear wheel 8, and then drives trailing wheel 18 rotations.Second free-wheel clutch 11 then with first motor 9, and drive shaft of rear wheel 8 articulate, second free-wheel clutch 11 can be passed to drive shaft of rear wheel 8 in order to unidirectional rotary power with first motor 9, and then drives trailing wheel 18 rotations.
Shown in Fig. 2,3, electrical generator 12 is and the crank shaft 17 of locomotive engine 2 articulates, and electrical generator 12 also is electrically connected to battery 13, and when rotating with the crank shaft 17 when engine 2, electrical generator 12 can produce electric power and electric power is stored in the battery 13.
As shown in the figure, controller 14 is to be electrically connected with battery 13, battery 13 then is electrically connected with first motor 9, controller 14 also can be controlled 9 runnings of first motor to drive drive shaft of rear wheel 8 rotations by selecting type, and then drive trailing wheel 18 rotations, or controlling first motor 9 does not turn round, and only drives drive shaft of rear wheel 8 rotations by locomotive engine 2, and then drives trailing wheel 18 rotations.
In other words, when driving drive shaft of rear wheel 8 rotations with engine 2, and then when driving trailing wheel 18 rotations,, can't drive first motor 9 and dally via the one-way function of second free-wheel clutch 11.In addition when driving drive shaft of rear wheel 8 rotations, and then when driving trailing wheel 18 rotations,, can not drive engine 2 yet and dally via the one-way function of first free-wheel clutch 7 with first motor 9.So use can be switched according to environmental demand mutually with 30 two kinds of power systems of motor power system in engine power system 20, neither meeting causes the loss of power.
That is, when locomotive 1 in, during the running condition of low speed, urban district, short distance, but electrification drive, promptly with 9 power drivens of first motor, reducing gasoline single-piece consumption, and then reduce exhaust emission and aerial contamination.In addition, then can use gasoline driven, promptly use engine 2 power drivens, drive speed and endurance, relatively also can dwindle the volume and the weight of battery 13, and then can increase electrically-charged comfort feature with increase when locomotive 1 during in the running condition of high speed, suburb, long-range.
In addition, as shown in Figure 1, 2, 3, the second above-mentioned motor 16 is and a traction avant axle 15 pivot joints of locomotive 1, rotates in order to drive traction avant axle 15, and then drive front-wheel 19 rotations.Controller 14 is to be electrically connected with battery 13 in addition, and battery 13 also is electrically connected with second motor 16, controller 14 can be controlled 16 runnings of second motor to drive 15 rotations of traction avant axle by selecting type, when driving drive shaft of rear wheel 8 rotations, to use synchronously with the engine 2 or first motor 9, can increase the starting and the climbing torsion of locomotive 1, that is locomotive 1 can simultaneously drive front-wheels 19 rotations by second motor 16, and also drives trailing wheels 18 rotations by the engine 2 or first motor 9.Certainly, controller 14 also can be controlled second motor 16 and not turn round, and only drives drive shaft of rear wheel 8 rotations with the engine 2 or first motor 9, and then drives trailing wheel 18 rotations.
In the present embodiment, above-mentioned first motor 9, and second motor 16 is all a hub motor, first motor 9 wherein, and the stator 92 of second motor 16,162 all respectively with first motor 9, and the motor shell of second motor 16 (figure does not show) is fixed, and first motor 9, and the rotor 91 of second motor 16,161 are respectively drive shaft of rear wheel 8, and 15 on traction avant axle wears, and rotor 91,161 and respectively with transmission shaft 8,15 together rotations, thereby it is more succinct that the car load configuration is arranged, and dwindles the space of locomotive 1, except the car load car body change amplitude not quite, and structure is also oversimplified.
Claims (8)
1. locomotive hybrid power system is characterized in that comprising:
One inputting shaft is the crank shaft pivot joint with a locomotive engine;
One force-output shaft is the drive shaft of rear wheel pivot joint with this locomotive;
One speed-changing mechanism is to be linked between this inputting shaft and this force-output shaft;
One first free-wheel clutch is with this force-output shaft, reaches this drive shaft of rear wheel pivot joint, is passed to this drive shaft of rear wheel in order to unidirectional rotary power with this force-output shaft;
One first motor is to articulate with this drive shaft of rear wheel, in order to drive this drive shaft of rear wheel rotation;
One second free-wheel clutch is with this first motor, reaches this drive shaft of rear wheel pivot joint, is passed to this drive shaft of rear wheel in order to unidirectional rotary power with this first motor;
One battery is to be electrically connected with this first motor; And
One controller is to be electrically connected with this battery, and this controller system energy selecting type is controlled this first motor running and rotated to drive this drive shaft of rear wheel, or controlling this first motor does not turn round.
2. locomotive hybrid power system as claimed in claim 1 is characterized in that comprising a train of reduction gears, is to be mounted between this force-output shaft and this drive shaft of rear wheel.
3. locomotive hybrid power system as claimed in claim 1 is characterized in that comprising an electrical generator, is to articulate and be electrically connected to this battery with this and crank shaft.
4. locomotive hybrid power system as claimed in claim 1 is characterized in that comprising one second motor, is to articulate and be electrically connected with this battery with a traction avant axle of this locomotive, in order to drive this traction avant axle rotation.
5. locomotive hybrid power system as claimed in claim 4 is characterized in that this second motor is a hub motor.
6. locomotive hybrid power system as claimed in claim 4 is characterized in that this controller can selecting type controls this second motor running to drive this traction avant axle rotation or controlling this second motor does not turn round.
7. locomotive hybrid power system as claimed in claim 1 is characterized in that this first motor is a hub motor.
8. locomotive hybrid power system as claimed in claim 1 is characterized in that this speed-changing mechanism is a continuous variable transmission.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2009202190429U CN201506242U (en) | 2009-10-19 | 2009-10-19 | Hybrid power system of locomotive car |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2009202190429U CN201506242U (en) | 2009-10-19 | 2009-10-19 | Hybrid power system of locomotive car |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN201506242U true CN201506242U (en) | 2010-06-16 |
Family
ID=42467373
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN2009202190429U Expired - Fee Related CN201506242U (en) | 2009-10-19 | 2009-10-19 | Hybrid power system of locomotive car |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN201506242U (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103101430A (en) * | 2012-10-08 | 2013-05-15 | 刘培生 | Motive power mixing device of hybrid car |
| CN104442349A (en) * | 2014-11-10 | 2015-03-25 | 北京汽车研究总院有限公司 | Hybrid power system and full-time four wheel drive sport utility vehicle |
| CN107199877A (en) * | 2016-03-16 | 2017-09-26 | 超能动力有限公司 | The coaxial transmision of oil/electric hybrid locomotive |
| CN108622306A (en) * | 2017-03-17 | 2018-10-09 | 黄通厅 | A kind of hybrid power motorcycle hybrid power transmission system |
-
2009
- 2009-10-19 CN CN2009202190429U patent/CN201506242U/en not_active Expired - Fee Related
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103101430A (en) * | 2012-10-08 | 2013-05-15 | 刘培生 | Motive power mixing device of hybrid car |
| CN104442349A (en) * | 2014-11-10 | 2015-03-25 | 北京汽车研究总院有限公司 | Hybrid power system and full-time four wheel drive sport utility vehicle |
| CN107199877A (en) * | 2016-03-16 | 2017-09-26 | 超能动力有限公司 | The coaxial transmision of oil/electric hybrid locomotive |
| CN108622306A (en) * | 2017-03-17 | 2018-10-09 | 黄通厅 | A kind of hybrid power motorcycle hybrid power transmission system |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20100616 Termination date: 20151019 |
|
| EXPY | Termination of patent right or utility model |