CN215904301U - Front-engine front-drive automobile hybrid power system coupling gearbox - Google Patents
Front-engine front-drive automobile hybrid power system coupling gearbox Download PDFInfo
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- CN215904301U CN215904301U CN202122205145.3U CN202122205145U CN215904301U CN 215904301 U CN215904301 U CN 215904301U CN 202122205145 U CN202122205145 U CN 202122205145U CN 215904301 U CN215904301 U CN 215904301U
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Abstract
The utility model discloses a front-engine front-drive automobile hybrid power system coupling gearbox, which is connected with an engine, a motor, a generator and an automobile front wheel differential, and comprises an engine power coupling mechanism, a motor power coupling mechanism, three input shafts of the engine, the motor and the generator, a power output shaft, a gear set and a box body, wherein a gear eight and a gear five are sleeved on the motor input shaft, a gear nine, a gear seven and a gear four are sleeved on the power output shaft in a co-rotating manner, a gear six and a gear three are sleeved on the engine input shaft, the gear five and the gear three are meshed with the gear four, the gear eight and the gear six are meshed with the gear seven, and the gear nine is meshed with the automobile front wheel differential. The utility model can provide multiple working modes of multi-gear oil drive, electric drive and hybrid drive, improves the speed ratio range of automobile drive, and has the advantages of compact structure, high power transmission efficiency, optimized driving performance, reliable structure and low cost.
Description
Technical Field
The utility model belongs to the technical field of new energy electric automobiles, and particularly relates to a front-engine front-drive automobile hybrid power system coupling gearbox.
Background
At present, a pure electric vehicle is limited by the battery endurance mileage, and a hybrid electric vehicle can overcome the problem. The switching coupling of the engine and the motor power of the hybrid automobile is the key of the development of the hybrid automobile. At present, a switching coupling system mature in foreign markets is a hybrid coupling planetary wheel system. The existing structure of adding clutch by using gears in domestic market realizes that the engine participates in driving by controlling the combination of the clutch, the structure is simple, the manufacturability is good, but the engine and the motor are both single speed ratio, and the efficiency output of the engine and the motor is influenced; due to the design structure limitation, the power interruption exists when the engine shifts gears in some multi-gear coupling gearboxes; some adopt complicated double-clutch structure, the cost is higher; the speed ratio of some braking energy recovery when the engine is directly driven at a high speed can not be selected, so that the rotating speed of the motor is too high, and the durability of the motor is influenced.
SUMMERY OF THE UTILITY MODEL
Aiming at the problems in the prior art, the utility model aims to provide a front-engine front-drive automobile hybrid power system coupling gearbox, which can provide multiple working modes, can realize two-gear driving of an engine and a motor, improves the speed ratio range of automobile driving, enables the motor to work in a proper range, improves the durability, prolongs the service life, has a compact structure, is suitable for being arranged in the front cavity of an automobile for front driving, and has the advantages of good manufacturability, reliable structure, high power transmission efficiency, energy conservation of an electric vehicle, optimized driving performance, simple structure and low cost.
In order to achieve the purpose, the utility model adopts the technical scheme that:
a front-engine front-drive automobile hybrid power system coupling gearbox is connected with an engine, a motor and an automobile front wheel differential mechanism, the power of the engine and/or the motor is transmitted to the automobile front wheel differential mechanism through the coupling gearbox, the coupling gearbox comprises an engine power coupling mechanism, a motor power coupling mechanism, a box body, an engine input shaft, a motor input shaft and a power output shaft which are rotatably arranged in the box body, the motor input shaft, the power output shaft and the engine input shaft are sequentially arranged in parallel at intervals, the engine is connected with and drives the engine input shaft to rotate, the motor is connected with and drives the motor input shaft to rotate, a gear eight and a gear five are sleeved on the motor input shaft in an empty mode, a gear nine, a gear seven and a gear four are sleeved on the power output shaft in a co-rotating mode in sequence, a gear six and a gear three are sleeved on the engine input shaft in an empty mode, the gear five is meshed with the gear four, the gear eight is meshed with the gear seven, the gear three is meshed with the gear four, the gear six is meshed with the gear seven, the gear nine is meshed with the automobile front wheel differential, the gear six or the gear three can be connected with the engine input shaft in a co-rotating mode through the engine power coupling mechanism, and the gear eight or the gear five can be connected with the motor input shaft in a co-rotating mode through the motor power coupling mechanism.
As a further improvement of the above technical solution:
the coupling gearbox further comprises a power generation input shaft which is rotatably arranged in the box body, the motor input shaft, the power output shaft, the engine input shaft and the power generation input shaft are sequentially arranged in parallel at intervals, the power generation input shaft is sleeved with a first gear in a co-rotating mode, the engine input shaft is sleeved with a second gear in a co-rotating mode, the first gear is meshed with the second gear, and the power generation input shaft is further connected with a power generator outside the box body.
The engine is located on one side of the box body, and the motor and the generator are located on the other side of the box body.
The engine power coupling mechanism comprises a first movable gear sleeve, a first gear is sleeved on the engine input shaft in a co-rotating mode and located between the sixth gear and the third gear, the first movable gear sleeve is sleeved outside the engine input shaft, and the first movable gear sleeve can move along the engine input shaft to be connected with the sixth gear and the first gear in a co-rotating mode, or move to be only sleeved on the first gear, or move to be connected with the third gear and the first gear in a co-rotating mode.
The engine power coupling mechanism further comprises a first shifting fork and a first electric driving mechanism, the first shifting fork is sleeved outside the first movable gear sleeve, the first electric driving mechanism is fixedly connected with the first shifting fork, the external switching motor is connected with and drives the first electric driving mechanism to move, and the first electric driving mechanism drives the first shifting fork to axially move along the engine input shaft.
The engine power coupling mechanism further comprises a first guide shaft, one end of the first shifting fork is sleeved outside the first movable gear sleeve, the other end of the first shifting fork is matched with the first guide shaft used for guiding the first shifting fork, and the first electric driving mechanism is connected with the middle part of the first shifting fork.
The first electric driving mechanism comprises a screw rod and a nut block, the nut block is screwed outside the screw rod and connected with a first shifting fork, an external switching motor is connected with and drives the screw rod to rotate, and the screw rod drives the nut block to move along the length direction of the screw rod.
The engine power coupling mechanism further comprises a first left gear sleeve and a first right gear sleeve, the first left gear sleeve and the first right gear sleeve are sleeved on the engine input shaft in a hollow mode, the first left gear sleeve is fixedly connected with the gear six, the first right gear sleeve is fixedly connected with the gear three, and the first movable gear sleeve can move along the engine input shaft to be connected with the first left gear sleeve and the first gear in a co-rotating mode, or move to be only sleeved on the first gear, or move to be connected with the first right gear sleeve and the first gear in a co-rotating mode.
The motor power coupling mechanism comprises a second movable gear sleeve, a second gear is sleeved on the motor input shaft in a co-rotating mode and located between the eight gear and the fifth gear, the second movable gear sleeve is sleeved outside the motor input shaft, and the second movable gear sleeve can move along the motor input shaft to be connected with the eight gear and the second gear in a co-rotating mode or move to be only sleeved on the second gear or move to be connected with the fifth gear and the second gear in a co-rotating mode.
The motor power coupling mechanism further comprises a second shifting fork and a second electric driving mechanism, the second shifting fork is sleeved outside the second movable gear sleeve, the second electric driving mechanism is fixedly connected with the second shifting fork, the external switching motor is connected with and drives the second electric driving mechanism to move, and the second electric driving mechanism drives the second shifting fork to axially move along the motor input shaft.
The utility model has the beneficial effects that: the multi-gear pure oil drive hybrid electric vehicle has the advantages that multiple working modes such as multi-gear pure oil drive, pure electric drive and hybrid drive can be provided, the engine and the motor can realize two-gear drive, the speed ratio range of vehicle drive is improved, the motor can work in a proper range, the durability of the motor is improved, the service life is prolonged, the structure is compact, the multi-gear pure oil drive hybrid electric vehicle is suitable for being arranged in a front cavity of the vehicle to drive in a front mode, the manufacturability is good, the structure is compact, reliable and simple, the power transmission is efficient, the energy of the electric vehicle is saved, the drivability is optimized, and the cost is low.
Drawings
FIG. 1 is a schematic structural view of the present invention;
FIG. 2 is a schematic illustration of the gear set configuration of the present invention;
fig. 3 is a schematic structural diagram of the engine power coupling mechanism and the motor power coupling mechanism of the utility model.
Detailed Description
The following detailed description of embodiments of the utility model refers to the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present invention, are given by way of illustration and explanation only, not limitation.
Spatially relative terms, such as "above … …," "above … …," "above … …," "above," and the like, may be used herein for ease of description to describe one device or feature's spatial relationship to another device or feature as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if a device in the figures is turned over, devices described as "above" or "on" other devices or configurations would then be oriented "below" or "under" the other devices or configurations. Thus, the exemplary term "above … …" can include both an orientation of "above … …" and "below … …". The device may be otherwise variously oriented (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.
A front-engine front-drive automobile hybrid power system coupling gearbox is shown in figures 1-3 and is connected with an engine 9, a motor 10, a generator 11 and an automobile front wheel differential, and power of the engine 9 and/or the motor 10 is transmitted to the automobile front wheel differential through the coupling gearbox to drive an automobile front wheel to run. The engine 9 is also connected to a generator 11, the engine 9 drives the generator 11, and the generator 11 converts the kinetic energy of the engine 9 into electrical energy.
The coupling gearbox comprises an engine power coupling mechanism 6, a motor power coupling mechanism 7, a box body 8, an engine input shaft 1, a power generation input shaft 2, a motor input shaft 3 and a power output shaft 4 which are rotatably arranged in the box body 8, wherein the motor input shaft 3, the power output shaft 4, the engine input shaft 1 and the power generation input shaft 2 are sequentially arranged in parallel at intervals. The engine 9 is connected with and drives the engine input shaft 1 to rotate, the motor 10 is connected with and drives the motor input shaft 3 to rotate, and the power generation input shaft 2 is connected with the generator 11. The engine 9 is located on one side of the box 8 and the motor 10 and generator 11 are located on the other side of the box 8 so that the engine 9, motor 10 and generator 11 fit into the space of the front compartment of the vehicle.
The box body 8 is also provided with a gear set 5, the power of an engine 9 is transmitted to a front wheel differential and/or a generator 11 of an automobile through the engine input shaft 1 and part of gears in the gear set 5, and the power of a motor 10 is transmitted to the front wheel differential of the automobile through the motor input shaft 3 and part of gears in the gear set 5.
Gear set 5 includes gear one 51, gear two 52, gear three 53, gear four 54, gear five 55, gear six 56, gear seven 57, gear eight 58, gear nine 59, gear ten 510, a first gear, and a second gear. Wherein, the motor input shaft 3 is sleeved with a gear eight 58 and a gear five 55, and the diameters of the gear eight 58 and the gear five 55 are different. The second gear is sleeved on the motor input shaft 3 in a co-rotating manner, specifically, the second gear is fixedly connected with the motor input shaft 3, and the second gear is located between the gear eight 58 and the gear five 55.
The power output shaft 4 is sleeved with a gear nine 59, a gear seven 57 and a gear four 54 in sequence in a co-rotating mode, and the diameters of the gear seven 57 and the gear four 54 are different. Preferably, the gear nine 59, the gear seven 57 and the gear four 54 are fixedly connected with the power output shaft 4.
A gear six 56 and a gear three 53 are sleeved on the engine input shaft 1, and the diameters of the gear six 56 and the gear three 53 are different. The second gear 52 and the first gear are both rotatably sleeved on the engine input shaft 1, and preferably, the second gear 52 and the first gear are both fixedly connected with the engine input shaft 1. The second gear 52, the sixth gear 56, the first gear and the third gear 53 are sequentially arranged in parallel at intervals.
A first gear 51 is sleeved on the power generation input shaft 2 in a co-rotating manner, and preferably, the first gear 51 is fixedly connected with the power generation input shaft 2.
The automotive front wheel differential includes gear ten 510.
The meshing relation of the gears is as follows: the fifth gear 55 is meshed with the fourth gear 54, the eighth gear 58 is meshed with the seventh gear 57, the ninth gear 59 is meshed with the tenth gear 510, the third gear 53 is meshed with the fourth gear 54, the sixth gear 56 is meshed with the seventh gear 57, and the first gear 51 is meshed with the second gear 52.
The engine power coupling mechanism 6 is located in the case 8 and used for selectively connecting the gear six 56 or the gear three 53 with the engine input shaft 1, so that the power of the engine 9 is transmitted to the gear six 56 or the gear three 53 through the engine input shaft 1.
Specifically, the engine power coupling mechanism 6 may connect either gear six 56 or gear three 53 to the engine input shaft 1 for co-rotation. The engine power coupling mechanism 6 comprises a first left gear sleeve 61, a first movable gear sleeve 62, a first right gear sleeve 63, a first electric driving mechanism 64, a first shifting fork 65 and a first guide shaft 66. The first left gear sleeve 61 and the first right gear sleeve 63 are both sleeved on the engine input shaft 1 in an empty manner, the first left gear sleeve 61 is fixedly connected with the gear six 56, the first right gear sleeve 63 is fixedly connected with the gear three 53, and the gear six 56, the first left gear sleeve 61, the first gear, the first right gear sleeve 63 and the gear three 53 are sequentially arranged along the engine input shaft 1. The outer diameter of the first left sleeve 61, the outer diameter of the first gear and the outer diameter of the first right sleeve 63 are equal. The first movable gear sleeve 62 is sleeved on the engine input shaft 1, the inner ring of the first movable gear sleeve 62 is meshed with the outer ring of the first gear, and the inner ring of the first movable gear sleeve 62 can also be meshed with the outer ring of the first left gear sleeve 61 and the outer ring of the first right gear sleeve 63. The first movable sleeve 62 is movable along the engine input shaft 1 to co-rotatably connect the first left sleeve 61 and the first gear, or to sleeve only on the first gear, or to co-rotatably connect the first right sleeve 63 and the first gear.
One end of the first shifting fork 65 is sleeved outside the first movable gear sleeve 62, the other end of the first shifting fork 65 is matched with a first guide shaft 66 used for guiding the first shifting fork 65, and the first electric driving mechanism 64 is fixedly connected with the middle part of the first shifting fork 65. Specifically, the two end faces of the first movable gear sleeve 62 are provided with protruding wings for limiting, when one end of the first shifting fork 65 is sleeved on the first movable gear sleeve 62, the first shifting fork 65 cannot slide out of the first movable gear sleeve 62, and the first shifting fork 65 cannot limit the rotation of the first movable gear sleeve 62. The external switching motor is connected with and drives the first electric driving mechanism 64 to act, and the first electric driving mechanism 64 drives the first shifting fork 65 to axially move along the engine input shaft 1.
The first electric driving mechanism 64 includes a screw rod and a nut block, the nut block is screwed outside the screw rod, the nut block is connected to the first shifting fork 65, the external switching motor is connected to drive the screw rod to rotate, and the screw rod drives the nut block to move along the length direction of the screw rod. The length of the screw rod is parallel to the engine input shaft 1. The external switching motor is bidirectionally rotatable, thereby effecting bidirectional movement of the first movable sleeve 62.
The motor power coupling mechanism 7 is positioned in the box body 8 and is used for switching and selecting the connection of the gear eight 58 or the gear five 55 with the motor input shaft 3, so that the power of the motor 10 is transmitted to the gear eight 58 or the gear five 55 through the motor input shaft 3.
Specifically, the motor-power coupling mechanism 7 may co-rotatably connect either gear eight 58 or gear five 55 with the motor input shaft 3. The motor power coupling mechanism 7 comprises a second left gear sleeve 71, a second movable gear sleeve 72, a second right gear sleeve 73, a second electric driving mechanism 74, a second shifting fork 75 and a second guide shaft 76. The second left gear sleeve 71 and the second right gear sleeve 73 are both sleeved on the motor input shaft 3 in an empty manner, the second left gear sleeve 71 is fixedly connected with the gear eight 58, the second right gear sleeve 73 is fixedly connected with the gear five 55, and the gear eight 58, the second left gear sleeve 71, the second gear, the second right gear sleeve 73 and the gear five 55 are sequentially arranged along the motor input shaft 3. The outer diameter of the second left sleeve 71, the outer diameter of the second gear and the outer diameter of the second right sleeve 73 are equal. The second movable gear sleeve 72 is sleeved on the motor input shaft 3, the inner ring of the second movable gear sleeve 72 is meshed with the outer ring of the second gear, and the inner ring of the second movable gear sleeve 72 can also be meshed with the outer ring of the second left gear sleeve 71 and the outer ring of the second right gear sleeve 73. The second movable sleeve 72 can be moved along the motor input shaft 3 to co-rotatably connect the second left sleeve 71 and the second gear, or to only sleeve over the second gear, or to co-rotatably connect the second right sleeve 73 and the second gear.
One end of the second shifting fork 75 is sleeved outside the second movable gear sleeve 72, the other end of the second shifting fork 75 is matched with a second guide shaft 76 which is used for guiding the second shifting fork 75, and the second electric driving mechanism 74 is fixedly connected with the middle part of the second shifting fork 75. Specifically, two end faces of the second movable gear sleeve 72 are provided with protruding wings for limiting, when one end of the second shifting fork 75 is sleeved on the second movable gear sleeve 72, the second shifting fork 75 cannot slide out of the second movable gear sleeve 72, and the second shifting fork 75 cannot limit the rotation of the second movable gear sleeve 72. The external switching motor is connected with and drives the second electric driving mechanism 74 to act, and the second electric driving mechanism 74 drives the second shifting fork 75 to axially move along the motor input shaft 3.
The second electric driving mechanism 74 includes a lead screw and a nut block, the nut block is screwed outside the lead screw, the nut block is connected to the second shift fork 75, the external switching motor is connected to drive the lead screw to rotate, and the lead screw drives the nut block to move along the length direction of the lead screw. The length of the screw rod is parallel to the motor input shaft 3. The external switching motor is bidirectionally rotatable, thereby effecting bidirectional movement of the second movable sleeve 72.
Based on the structure, the coupling gearbox can realize eight working modes: the system comprises a pure electric low-gear driving mode, a pure electric high-gear driving mode, an engine speed ratio direct-driving mode, an engine speed ratio secondary direct-driving mode, a range-extending power generation mode, a hybrid power-assisted mode, a braking energy recovery mode and a parking power generation mode.
1) Pure electric low gear driving mode: at this time, the motor power coupling mechanism 7 is located at the left position, and the engine power coupling mechanism 6 is located at the middle position, that is, the second movable gear sleeve 72 is connected with the second left gear sleeve 71 and the second gear in a co-rotating manner, and the first movable gear sleeve 62 is only sleeved on the first gear. The front wheels of the vehicle are driven by the motor 10 alone.
The drive transmission path of the pure electric low-gear drive mode is as follows in sequence: the device comprises a motor 10, a motor input shaft 3, a second gear, a second movable gear sleeve 72, a second left gear sleeve 71, a gear eight 58, a gear seven 57, a power output shaft 4, a gear nine 59, a gear ten 510 and an axle.
2) Pure electric high-grade driving mode: at this time, the motor power coupling mechanism 7 is located at the right position, and the engine power coupling mechanism is located at the middle position, that is, the second movable gear sleeve 72 is connected with the second right gear sleeve 73 and the second gear in a co-rotating manner, and the first movable gear sleeve 62 is only sleeved on the first gear. The front wheels of the vehicle are driven by the motor 10 alone.
The drive transmission paths of the pure electric high-grade drive mode are as follows in sequence: the device comprises a motor 10, a motor input shaft 3, a second gear, a second movable gear sleeve 72, a second right gear sleeve 73, a fifth gear 55, a fourth gear 54, a power output shaft 4, a ninth gear 59, a tenth gear 510 and an axle.
3) Engine speed ratio one direct drive mode: at this time, the motor power coupling mechanism 7 is located at the left position or the right position, and the engine power coupling mechanism 6 is located at the left position, that is, the second movable gear sleeve 72 is connected with the second left gear sleeve 71 and the second gear in a co-rotating manner, or the second movable gear sleeve 72 is connected with the second right gear sleeve 73 and the second gear in a co-rotating manner, and the first movable gear sleeve 62 is connected with the first left gear sleeve 61 and the first gear in a co-rotating manner. When the automobile normally runs, the front wheels of the automobile are driven by the engine 9 alone, and when the automobile shifts gears, the motor 10 of the automobile is driven.
The driving transmission path of the engine in a first speed ratio direct-drive mode sequentially comprises the following steps: the engine 9, the engine input shaft 1, the first gear, the first movable gear sleeve 62, the first left gear sleeve 61, the gear six 56, the gear seven 57, the power output shaft 4, the gear nine 59, the gear ten 510 and the axle.
4) The engine speed ratio II directly drives the mode: at this time, the motor power coupling mechanism 7 is located at the left position or the right position, and the engine power coupling mechanism 6 is located at the right position, that is, the second movable gear sleeve 72 is connected with the second left gear sleeve 71 and the second gear in a co-rotating manner, or the second movable gear sleeve 72 is connected with the second right gear sleeve 73 and the second gear in a co-rotating manner, and the first movable gear sleeve 62 is connected with the first right gear sleeve 63 and the first gear in a co-rotating manner. When the automobile normally runs, the front wheels of the automobile are driven by the engine 9 alone, and when the automobile shifts gears, the motor 10 of the automobile is driven.
The driving transmission path of the engine speed ratio second direct drive mode is as follows in sequence: the engine 9, the engine input shaft 1, the first gear, the first movable gear sleeve 62, the first right gear sleeve 63, the third gear 53, the fourth gear 54, the power output shaft 4, the gear 59, the tenth gear 510 and the axle.
It should be noted that, for the engine speed ratio direct drive mode and the engine speed ratio secondary direct drive mode, the motor 10 and the wheels are kept connected, when the engine 9 is shifted, the motor 10 can increase the torque to ensure that the power of the wheels is not interrupted, after the shifting is finished, the motor 10 reduces the torque, and the engine 9 continues to drive the wheels.
5) The range-extended power generation mode comprises the following steps: at this time, the motor power coupling mechanism 7 is located at the left position or the right position, and the engine power coupling mechanism 6 is located at the middle position, that is, the second movable gear sleeve 72 is connected with the second left gear sleeve 71 and the second gear in a co-rotating manner, or the second movable gear sleeve 72 is connected with the second right gear sleeve 73 and the second gear in a co-rotating manner, and the first movable gear sleeve 62 is only sleeved on the first gear.
In the mode, the engine 9 is connected with the generator 11, and the engine 9 provides power for the generator 11, so that the generator 11 generates electricity and provides electric energy for the motor 10. Meanwhile, when the motor power coupling mechanism 7 is located at the left position, the power transmission path is the same as the transmission path of the pure electric low-gear driving mode, and when the motor power coupling mechanism 7 is located at the right position, the power transmission path is the same as the transmission path of the pure electric high-gear driving mode. The front wheel of the automobile is driven by a motor 10, and the electricity generated by a generator 11 provides electric energy for the motor 10.
6) Hybrid power-assisted mode: at the moment, the motor power coupling mechanism 7 is positioned at the left position or the right position, and the engine power coupling mechanism 6 is positioned at the left position or the right position, so that the power of the engine 9 and the power or working torque of the motor 10 are loaded on the power output shaft 4 together, and the driving power is improved.
In the hybrid assist mode, 4 combinations of power transmission paths can be formed: the power transmission path of the pure electric low-gear driving mode is combined with the power transmission path of the engine speed ratio I direct-drive mode, the power transmission path of the pure electric low-gear driving mode is combined with the power transmission path of the engine speed ratio II direct-drive mode, the power transmission path of the pure electric high-gear driving mode is combined with the power transmission path of the engine speed ratio I direct-drive mode, and the power transmission path of the pure electric high-gear driving mode is combined with the power transmission path of the engine speed ratio II direct-drive mode.
7) A braking energy recovery mode: at this time, the motor power coupling mechanism 7 is located at the left position or the right position, and the engine power coupling mechanism 6 is located at the left position, the middle position or the right position.
When the motor power coupling mechanism 7 is located at the left position, the power transmission path of the braking energy recovery mode is as follows: the vehicle axle, a gear ten 510, a gear nine 59, the power output shaft 4, a gear seven 57, a gear eight 58, a second left gear sleeve 71, a second movable gear sleeve 72, a second gear, the motor input shaft 3 and the motor 10.
When the motor power coupling mechanism 7 is located at the right position, the power transmission path of the braking energy recovery mode is as follows: the vehicle axle, the gear ten 510, the gear nine 59, the power output shaft 4, the gear four 54, the gear five 55, the second right gear sleeve 73, the second movable gear sleeve 72, the second gear, the motor input shaft 3 and the motor 10.
That is, two paths and speed ratios are selectable for motor braking energy recovery to match the optimal generator power and the optimal allowable speed of the electric machine 10.
8) Parking power generation mode: at the moment, the motor power coupling mechanism 7 is located at the middle position, the engine power coupling mechanism 6 is located at the middle position, the engine 9 and the motor 10 are both separated from the wheels, no power is output, and the engine 9 and the generator 11 are directly connected to generate power.
Finally, it must be said here that: the above embodiments are only used for further detailed description of the technical solutions of the present invention, and should not be understood as limiting the scope of the present invention, and the insubstantial modifications and adaptations made by those skilled in the art according to the above descriptions of the present invention are within the scope of the present invention.
Claims (10)
1. A front-engine front-drive automobile hybrid power system coupling gearbox is characterized in that the coupling gearbox is connected with an engine (9), a motor (10) and an automobile front wheel differential mechanism, the power of the engine (9) and/or the motor (10) is transmitted to the automobile front wheel differential mechanism through the coupling gearbox, the coupling gearbox comprises an engine power coupling mechanism (6), a motor power coupling mechanism (7), a box body (8), an engine input shaft (1), a motor input shaft (3) and a power output shaft (4) which are rotatably arranged in the box body (8), the motor input shaft (3), the power output shaft (4) and the engine input shaft (1) are sequentially arranged in parallel at intervals, the engine (9) is connected with and drives the engine input shaft (1) to rotate, the motor (10) is connected with and drives the motor input shaft (3) to rotate, a gear eight (58) and a gear five (55) are sleeved on the motor input shaft (3) in an overhead manner, a gear nine (59) is sleeved on the power output shaft (4) in a co-rotating manner in turn, the transmission mechanism comprises a gear seven (57) and a gear four (54), a gear six (56) and a gear three (53) are sleeved on an engine input shaft (1), a gear five (55) is meshed with the gear four (54), a gear eight (58) is meshed with the gear seven (57), the gear three (53) is meshed with the gear four (54), the gear six (56) is meshed with the gear seven (57), a gear nine (59) is meshed with a front wheel differential of an automobile, the gear six (56) or the gear three (53) can be connected with the engine input shaft (1) in a co-rotating mode through an engine power coupling mechanism (6), and the gear eight (58) or the gear five (55) can be connected with the motor input shaft (3) in a co-rotating mode through a motor power coupling mechanism (7).
2. The coupling gearbox of claim 1, wherein: the coupling gearbox further comprises a power generation input shaft (2) rotatably arranged in the box body (8), a motor input shaft (3), a power output shaft (4), an engine input shaft (1) and the power generation input shaft (2) are sequentially arranged in parallel at intervals, a first gear (51) is sleeved on the power generation input shaft (2) in a co-rotating mode, a second gear (52) is sleeved on the engine input shaft (1) in a co-rotating mode, the first gear (51) is meshed with the second gear (52), and the power generation input shaft (2) is further connected with a power generator (11) outside the box body (8).
3. The coupling gearbox of claim 2, wherein: the engine (9) is positioned at one side of the box body (8), and the motor (10) and the generator (11) are positioned at the other side of the box body (8).
4. The coupling gearbox as recited in any one of claims 1 to 3, wherein: the engine power coupling mechanism (6) comprises a first movable gear sleeve (62), a first gear is sleeved on the engine input shaft (1) in a co-rotating mode and located between a sixth gear (56) and a third gear (53), the first movable gear sleeve (62) is sleeved outside the engine input shaft (1), and the first movable gear sleeve (62) can move along the engine input shaft (1) to be connected with the sixth gear (56) and the first gear in the co-rotating mode or move to be only sleeved on the first gear or move to be connected with the third gear (53) and the first gear in the co-rotating mode.
5. The coupling gearbox of claim 4, wherein: the engine power coupling mechanism (6) further comprises a first shifting fork (65) and a first electric driving mechanism (64), the first shifting fork (65) is sleeved outside the first movable gear sleeve (62), the first electric driving mechanism (64) is fixedly connected with the first shifting fork (65), an external switching motor is connected with and drives the first electric driving mechanism (64) to move, and the first electric driving mechanism (64) drives the first shifting fork (65) to move axially along the engine input shaft (1).
6. The coupling gearbox of claim 5, wherein: the engine power coupling mechanism (6) further comprises a first guide shaft (66), one end of the first shifting fork (65) is sleeved outside the first movable gear sleeve (62), the other end of the first shifting fork (65) is matched with the first guide shaft (66) used for guiding the first shifting fork (65), and the first electric driving mechanism (64) is connected with the middle of the first shifting fork (65).
7. The coupling gearbox of claim 5, wherein: the first electric driving mechanism (64) comprises a screw rod and a nut block, the nut block is screwed outside the screw rod and connected with a first shifting fork (65), an external switching motor is connected with and drives the screw rod to rotate, and the screw rod drives the nut block to move along the length direction of the screw rod.
8. The coupling gearbox of claim 4, wherein: the engine power coupling mechanism (6) further comprises a first left gear sleeve (61) and a first right gear sleeve (63), the first left gear sleeve (61) and the first right gear sleeve (63) are sleeved on the engine input shaft (1) in an empty mode, the first left gear sleeve (61) is fixedly connected with a gear six (56) and the first right gear sleeve (63) is fixedly connected with a gear three (53), and the first movable gear sleeve (62) can move along the engine input shaft (1) to be connected with the first left gear sleeve (61) and the first gear in a co-rotating mode, or move to be only sleeved on the first gear, or move to be connected with the first right gear sleeve (63) and the first gear in a co-rotating mode.
9. The coupling gearbox as recited in any one of claims 1 to 3, wherein: the motor power coupling mechanism (7) comprises a second movable gear sleeve (72), a second gear is sleeved on the motor input shaft (3) in a co-rotating mode and is located between the eight gear (58) and the five gear (55), the second movable gear sleeve (72) is sleeved outside the motor input shaft (3), and the second movable gear sleeve (72) can move along the motor input shaft (3) to be connected with the eight gear (58) and the second gear in a co-rotating mode or only sleeved on the second gear or move to be connected with the five gear (55) and the second gear in a co-rotating mode.
10. The coupling gearbox of claim 9, wherein: the motor power coupling mechanism (7) further comprises a second shifting fork (75) and a second electric driving mechanism (74), the second shifting fork (75) is sleeved outside the second movable gear sleeve (72), the second electric driving mechanism (74) is fixedly connected with the second shifting fork (75), an external switching motor is connected with and drives the second electric driving mechanism (74) to move, and the second electric driving mechanism (74) drives the second shifting fork (75) to move axially along the motor input shaft (3).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202122205145.3U CN215904301U (en) | 2021-09-13 | 2021-09-13 | Front-engine front-drive automobile hybrid power system coupling gearbox |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202122205145.3U CN215904301U (en) | 2021-09-13 | 2021-09-13 | Front-engine front-drive automobile hybrid power system coupling gearbox |
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| Publication Number | Publication Date |
|---|---|
| CN215904301U true CN215904301U (en) | 2022-02-25 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202122205145.3U Active CN215904301U (en) | 2021-09-13 | 2021-09-13 | Front-engine front-drive automobile hybrid power system coupling gearbox |
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| Country | Link |
|---|---|
| CN (1) | CN215904301U (en) |
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2021
- 2021-09-13 CN CN202122205145.3U patent/CN215904301U/en active Active
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Effective date of registration: 20220413 Address after: 100176 3038-2, floor 3, building 1, Sili Second District, Taihe Park, Beijing Economic and Technological Development Zone, Daxing District, Beijing Patentee after: Pegway (Beijing) Technology Co.,Ltd. Address before: 411100 Building 1, innovation and entrepreneurship service center, 9 Chuanqi West Road, Jiuhua Economic Development Zone, Xiangtan City, Hunan Province Patentee before: HUNAN HAIBO RUIDE ELECTRONIC INTELLIGENCE CONTROL TECHNOLOGY Co.,Ltd. |
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