CN219115226U - Hybrid power coupling system and vehicle - Google Patents
Hybrid power coupling system and vehicle Download PDFInfo
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- CN219115226U CN219115226U CN202320065694.1U CN202320065694U CN219115226U CN 219115226 U CN219115226 U CN 219115226U CN 202320065694 U CN202320065694 U CN 202320065694U CN 219115226 U CN219115226 U CN 219115226U
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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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Abstract
The utility model provides a hybrid power coupling system and a vehicle. The one-way clutch driving wheel is connected with the first output shaft, and the driven wheel is connected with the second output shaft, so that when the driving wheel rotates around a preset direction relative to the driven wheel, the power of the first output shaft can be transmitted to the second output shaft. The rotation direction of the driving wheel is controlled by controlling the operation of the engine, the first motor and the second motor, so that the power of the engine, the first motor and the second motor can be selectively transmitted to the second output shaft. The engine, the first motor and the second motor are controlled to work independently or jointly, and the power flow direction is controlled, so that the hybrid power coupling system can provide a multi-gear and multi-mode power driving mode.
Description
Technical Field
The utility model relates to the field of automobile power systems, in particular to a hybrid power coupling system and a vehicle.
Background
At present, the motor hybrid power technology is fully applied to new energy automobiles, and the hybrid power automobiles at least provide output of two power sources, namely an engine and a motor. The most representative hybrid power coupling systems include series systems, parallel systems, and series-parallel systems.
The series system generally consists of an engine plus two motors, one of which is a generator and the other of which is a drive motor, the engine does not participate in directly driving the vehicle, but directly drives the vehicle by the motor by transmitting electrical energy to the motor through an electrical connection after generating power for the generator. Although the engine does not directly participate in driving and can always work in a high-efficiency area, the system efficiency is lower because the whole power path passes through multiple energy conversion. In addition, because all power is provided by the driving motor, the motor is high in requirement and large in weight and volume.
Parallel systems can have three drive modes, namely electric only, engine driven and hybrid driven. And the system is usually composed of only one engine and one motor, and the motor can play roles of a generator and a driving motor according to requirements. The engine in the parallel system is used for continuous high-speed running, and the motor runs at low speed in urban areas, so that the power distribution of the power device is more reasonable, and the motor can run in the respective efficiency advantage range. However, the parallel system gives up the advantages of the series system, i.e. the engine is not always in optimum operation.
The series-parallel system (series-parallel connection) integrates the advantages of the series system and the parallel system, but has more complex structure.
Disclosure of Invention
An object of the present utility model is to provide a hybrid coupling system capable of providing a multi-gear and multi-mode power drive scheme.
In order to solve the technical problems, the utility model adopts the following technical scheme:
according to one aspect of the present utility model, there is provided a hybrid coupling system comprising: the engine is connected with a first input shaft; the first motor is connected with a second input shaft; the transmission unit is respectively connected with the first input shaft and the second input shaft and is used for selectively transmitting the power of the engine to the second input shaft; the one-way clutch comprises a driving wheel and a driven wheel; the driving wheel is connected with a first output shaft, and the driven wheel is connected with a second output shaft, so that when the driving wheel rotates around a preset direction relative to the driven wheel, the power of the first output shaft can be transmitted to the second output shaft; the second motor is in transmission connection with the second output shaft; the transmission gear set is connected between the second input shaft and the first output shaft; wherein the second output shaft is used for outputting power outwards.
In some embodiments of the present application, a second driving gear is connected to a motor shaft of the second motor, and a second driven gear meshed with the second driving gear is connected to the second output shaft.
In some embodiments of the present application, the second input shaft is an empty shaft; the motor shaft of the second motor and the second input shaft are coaxially arranged, and one end of the motor shaft of the second motor is penetrated and sleeved in the second input shaft.
In some embodiments of the present application, the transmission unit is a planetary row; the planetary gear comprises a sun gear, a gear ring arranged on the periphery of the sun gear and a planetary gear arranged between the sun gear and the gear ring; the planetary gear is meshed with the sun gear and the gear ring; the first input shaft is connected with the gear ring, and the second input shaft is connected with the sun gear.
In some embodiments of the present application, the planet row further comprises a planet carrier, the planet carrier connecting the planet wheels; the hybrid coupling system further includes a brake connected to the planet carrier to enable selective locking of the planet carrier such that the planet wheels are coupled and decoupled with respect to the sun gear.
In some embodiments of the present application, the transmission unit is a transmission gear connected between the first input shaft and the second input shaft.
In some embodiments of the present application, the drive gear set includes a first drive gear fixed to the second input shaft and a first driven gear fixed to the first output shaft; the first driven gear is meshed with the first driving gear.
In some embodiments of the present application, the hybrid coupling system has a single motor first gear mode, and a single motor second gear mode; when the engine is in a single motor first gear mode, the engine and the second motor are not operated, and the first motor is operated; the power of the first motor is sequentially transmitted to the second input shaft, the transmission gear set, the first output shaft, the one-way clutch and the second output shaft; in a single motor first gear mode, the speed ratio between the first motor and the second output shaft is S1; when the engine is in a single-motor second gear mode, the engine and the first motor do not work, and the second motor works; the power of the second motor is transmitted to the second output shaft; in a single-motor second gear mode, the speed ratio between the second motor and the second output shaft is S2; wherein S1 is greater than S2.
In some embodiments of the present application, the hybrid coupling system further comprises an intermediate shaft, and a differential disposed on the intermediate shaft; a driving reduction gear is fixed on the first output shaft, and a driven reduction gear is connected to the differential mechanism; the driving reduction gear is meshed with the driven reduction gear; the intermediate shaft is used for transmitting power to the tire.
According to another aspect of the present application, there is provided a vehicle comprising the hybrid coupling system described above and a tyre to which the second output shaft is drivingly connected.
According to the technical scheme, the utility model has at least the following advantages and positive effects:
in the utility model, a transmission gear set is arranged between the second input shaft and the first output shaft, so that the second input shaft can drive the first output shaft to rotate. The one-way clutch driving wheel is connected with the first output shaft, and the driven wheel is connected with the second output shaft, so that when the driving wheel rotates around a preset direction relative to the driven wheel, the power of the first output shaft can be transmitted to the second output shaft.
The rotation direction of the driving wheel is controlled by controlling the operation of the engine, the first motor and the second motor, so that the power of the engine, the first motor and the second motor can be selectively transmitted to the second output shaft. The engine, the first motor and the second motor are controlled to work independently or jointly, and the power flow direction is controlled, so that the hybrid power coupling system can provide a multi-gear and multi-mode power driving mode.
Drawings
Fig. 1 is a schematic diagram of a first embodiment of a hybrid coupling system of the present utility model.
Fig. 2 is a schematic power transmission diagram in a single motor one-gear electric mode in the first embodiment of the hybrid coupling system.
Fig. 3 is a schematic power transmission diagram in a single motor two-speed electric mode of the first embodiment of the hybrid coupling system.
Fig. 4 is a schematic power transmission diagram in the two-motor electric mode in the first embodiment of the hybrid coupling system.
Fig. 5 is a schematic power transmission diagram in the range-extending mode of the first embodiment of the hybrid coupling system.
Fig. 6 is a power transmission schematic diagram of a brake power generation mode in the first embodiment of the hybrid coupling system.
Fig. 7 is a schematic diagram of a second embodiment of a hybrid coupling system.
Fig. 8 is a schematic diagram of a three embodiment hybrid coupling system.
The reference numerals are explained as follows: 100. an engine; 110. a first motor; 120. a second motor; 121. a second drive gear; 122. a second driven gear; 124. a motor shaft; 210. a transmission unit; 211. a sun gear; 212. a gear ring; 213. a planet wheel; 214. a planet carrier; 220. a one-way clutch; 230. a brake; 310. a first input shaft; 320. a second input shaft; 410. a first output shaft; 420. a second output shaft; 510. a drive gear set; 511. a first drive gear; 512. a first driven gear; 600. an intermediate shaft; 610. a differential; 620. a driving reduction gear; 630. a driven reduction gear; 900. and (3) a tire.
Detailed Description
Exemplary embodiments that embody features and advantages of the present utility model will be described in detail in the following description. It will be understood that the utility model is capable of various modifications in various embodiments, all without departing from the scope of the utility model, and that the description and illustrations herein are intended to be by way of illustration only and not to be construed as limiting the utility model.
In the description of the present application, it should be understood that the terms "center," "longitudinal," "transverse," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," etc. indicate or are based on the orientation or positional relationship shown in the drawings, merely for convenience of description and to simplify the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present application. Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more of the described features. In the description of the present application, the meaning of "a plurality" is two or more, unless explicitly defined otherwise.
Fig. 1 is a schematic diagram of a first embodiment of a hybrid coupling system of the present utility model.
For convenience of description and understanding, the left-right direction in the drawing is left-right direction with reference to the state shown in fig. 1.
Referring to fig. 1, the present embodiment provides a hybrid coupling system for use on a vehicle for powering rotation of a tire 900. The hybrid coupling system includes an engine 100, a first motor 110, a second motor 120, a transmission unit 210, a one-way clutch 220, a first input shaft 310, a second input shaft 320, a first output shaft 410, a second output shaft 420, and a transmission gear set 510.
In the present embodiment, the transmission unit 210 is a planetary row including a sun gear 211, a ring gear 212 provided at the outer periphery of the sun gear 211, and planetary gears 213 provided between the sun gear 211 and the ring gear 212; planetary gears 213 mesh with sun gear 211 and ring gear 212; the first input shaft 310 is connected to the ring gear 212, and the second input shaft 320 is connected to the sun gear 211. The planet rows are arranged for transmitting power on the first input shaft 310 to the second input shaft 320.
The planet row further comprises a planet carrier 214, which planet carrier 214 is connected to the planet 213 so as to be able to bring the planet 213 into or out of engagement with the sun gear 211. Through the combination of planetary gears 213 and sun gear 211, power on first input shaft 310 can be transferred to second input shaft 320. The separation of planetary gear 213 and sun gear 211 disconnects the power transmission between first input shaft 310 and second input shaft 320.
In this embodiment, planetary gear 213 can be coupled to or decoupled from sun gear 211. In some embodiments, planetary gear 213 can be coupled to or decoupled from ring gear 212. In other embodiments, planetary gears 213 can be coupled or decoupled relative to sun gear 211 and ring gear 212.
In this embodiment, the hybrid coupling system further includes brake 230, brake 230 being connected to carrier 214 to enable selective locking of carrier 214 such that planetary gears 213 are coupled or decoupled with respect to sun gear 211. Specifically, brake 230 is used to lock carrier 214, and the position of planetary gear 213 is fixed so that the power of the connection between sun gear 211 and ring gear 212 can be transmitted.
The one-way clutch 220 includes a driving wheel and a driven wheel, and the driving wheel can drive the driven wheel to rotate when the driving wheel rotates around a preset direction relative to the driven wheel, thereby transmitting power of the driving wheel to the driven wheel. Specifically, no matter whether the driven wheel rotates or not, when the driving wheel rotates around a preset direction relative to the driven wheel, the power of the driving wheel can be transmitted to the driven wheel. When the driven wheel rotates around the preset direction relative to the driving wheel, the driving wheel and the driven wheel are separated.
The transmission unit 210 is connected to the first input shaft 310 and the second input shaft 320, respectively. Specifically, the planetary rows are connected to the first input shaft 310 and the second input shaft 320, respectively, so as to be able to selectively transmit the power of the engine 100 to the second input shaft 320. The first input shaft 310 and the second input shaft 320 are located on opposite sides of the planet row, respectively.
In this embodiment, the ring gear 212 of the planetary row and the end of the first input shaft 310 facing away from the engine 100 are connected together by a spline clearance fit. The sun gear 211 of the planet row and the second input shaft 320 are connected together by a spline interference fit.
The first motor 110 is connected to the second input shaft 320, and the first motor 110 is in driving connection with the second input shaft 320. In this embodiment, the sun gear 211 is connected to one end of the second input shaft 320, and the rotor of the first motor 110 is connected to the second input shaft 320 through a spline in an interference fit.
The one-way clutch 220 is driven by the driving wheel connected to the first output shaft 410 and driven by the driven wheel connected to the second output shaft 420, so that the power on the first output shaft 410 can be transmitted to the second output shaft 420 when the first input shaft 310 rotates around a preset direction relative to the second output shaft 420.
The transmission gear set 510 is connected between the second input shaft 320 and the first output shaft 410, and is used for driving the first output shaft 410 and the second input shaft 320 to rotate in opposite directions. In this embodiment, the drive gear set 510 includes a first drive gear 511 fixed to the second input shaft 320, and a first driven gear 512 fixed to the first output shaft 410; the first driven gear 512 is engaged with the first driving gear 511, so that the second input shaft 320 can rotate the first output shaft 410, and the second input shaft 320 and the first output shaft 410 can rotate in opposite directions.
The second motor 120 is drivingly connected to the second output shaft 420 such that power can be transferred between the second motor 120 and the second output shaft 420. In this embodiment, a motor shaft 124 of the second motor 120 is connected with a second driving gear 121, and a second output shaft 420 is connected with a second driven gear 122 meshed with the second driving gear 121. The motor shaft 124 of the second motor 120 and the second drive gear 121 are coupled together by a spline interference fit. The rotor of the second motor 120 and the motor shaft 124 are press fit together by an interference fit.
In this embodiment, the motor shaft 124 of the second motor 120 is offset relative to the second input shaft 320 and the second output shaft 420.
In some embodiments, the second motor 120 is directly coupled to the second output shaft 420.
In this embodiment, the hybrid coupling system further includes an intermediate shaft 600, and a differential 610 disposed on the intermediate shaft 600; a driving reduction gear 620 is fixed on the first output shaft 410, and a driven reduction gear 630 is connected to the differential gear 610; the driving reduction gear 620 and the driven reduction gear 630 are engaged; the intermediate shaft 600 is used to transmit power to the tire 900.
According to the nature of unidirectional transmission torque of the unidirectional clutch 220, the present utility model sets that the unidirectional clutch 220 is in an engaged state when the driving wheel of the unidirectional clutch 220 rotates counterclockwise relative to the driven wheel as viewed from the engine 100 side; conversely, when the driving wheel of the one-way clutch 220 rotates clockwise relative to the driven wheel, the one-way clutch 220 is in a disengaged state. In addition, according to the nature of the one-way clutch 220, when the rotational speed of the driven wheel of the one-way clutch 220 around the preset direction is greater than the rotational speed of the driving wheel of the one-way clutch 220 around the preset direction, the clutch is also in a disengaged state.
In the present utility model, a transmission gear set 510 is disposed between the second input shaft 320 and the first output shaft 410, so that the second input shaft 320 can drive the first output shaft 410 to rotate. The one-way clutch 220 is coupled to the first output shaft 410 at a driving wheel and coupled to the second output shaft 420 at a driven wheel, so that power of the first output shaft 410 can be transmitted to the second output shaft 420 when the driving wheel rotates around a preset direction with respect to the driven wheel.
By controlling the operation of the engine 100, the first motor 110, and the second motor 120, the rotational direction of the driving wheels is controlled so that the power of the engine 100, the first motor 110, and the second motor 120 can be selectively transmitted to the second output shaft 420. The engine 100, the first motor 110 and the second motor 120 are controlled to work independently or together and the direction of power flow is controlled so that the hybrid power coupling system can provide a multi-gear and multi-mode power driving mode, thereby improving the power performance, the economy and the high speed of the whole vehicle.
The first motor 110 and the second motor 120 are motor generators.
In the present utility model, the hybrid coupling system has the following single motor electric first gear electric mode, single motor second gear electric mode, single motor three gear electric mode, extended range electric mode, two motor electric mode, and brake power generation mode by controlling the individual operation or the combined operation of the engine 100, the first motor 110, and the second motor 120, and controlling the direction of the power flow.
Fig. 2 is a schematic power transmission diagram in a single motor one-gear electric mode in the first embodiment of the hybrid coupling system.
Referring to fig. 2, the power transmission direction in fig. 2 is shown as an arrow direction in the figure, and in the single motor one-gear electric mode, the engine 100 and the second motor 120 are not operated, and the first motor 110 is operated; brake 230 is not actuated. The first motor 110 drives the driving wheel of the one-way clutch 220 to rotate around a preset direction, and drives the driven wheel to rotate.
The power transmission has a path in which the power is transmitted to the first motor 110, the second input shaft 320, the transmission gear set 510, the first output shaft 410, the one-way clutch 220, the second output shaft 420, the driving reduction gear 620, the driven reduction gear 630, the differential 610, and the intermediate shaft 600 in this order, and is transmitted to the tire 900 through the intermediate shaft 600.
At this time, the first motor 110 rotates clockwise as viewed from the engine 100 side, the first output shaft 410 rotates counterclockwise together with the driving wheel of the one-way clutch 220, and the one-way clutch 220 is in the engaged state, so that power output can be achieved. When the automobile runs at low speed, medium speed and the battery power is sufficient, the system can drive in a single-motor one-gear driving mode.
In the single-motor one-gear electric mode, the speed ratio between the first motor 110 and the second output shaft 420 is S1.
Fig. 3 is a schematic power transmission diagram in a single motor two-speed electric mode of the first embodiment of the hybrid coupling system.
Referring to fig. 3, the power transmission direction in fig. 3 is shown as an arrow direction in the drawing, and in the single motor two-speed electric mode, engine 100 and first motor 110 are not operated, and second motor 120 is operated.
The power transmission has a path in which the power is transmitted to the tire 900 through the intermediate shaft 600 in the second motor 120, the second output shaft 420, the driving reduction gear 620, the driven reduction gear 630, the differential 610, and the intermediate shaft 600 in this order.
When the vehicle runs at full speed, the system can drive in a single-motor two-gear driving mode. When the vehicle is running at medium speed and high speed, the driving speed of the second motor 120 can be reduced by using the single-motor two-gear driving mode, so that the second motor 120 is in a more efficient driving interval.
In the single motor second gear mode, the speed ratio between the second motor 120 and the second output shaft 420 is S2; s2 is less than S1.
When the vehicle is in the single-motor one-gear electric mode, the first motor 110 drives the second motor 120 to rotate, the one-way clutch 220 is in a combined state, and power is transmitted from the driving wheel of the one-way clutch 220 to the driven wheel of the one-way clutch 220, and the rotation speeds are the same. When the single-motor first-gear electric mode is required to be switched to the single-motor second-gear driving mode, the second motor 120 is started and the rotation speed of the second motor 120 is controlled to be increased, so that when the rotation speed of the driven wheel of the one-way clutch 220 exceeds the rotation speed of the driving wheel of the one-way clutch 220, the one-way clutch 220 is in a separation state, and at the moment, the single-motor second-gear electric mode is entered, the second motor 120 is used for driving, and the first motor 110 is out of a working state. The whole gear shifting process always has power transmission to the vehicle end, and no power interruption exists.
Fig. 4 is a schematic power transmission diagram in the two-motor electric mode in the first embodiment of the hybrid coupling system.
Referring to fig. 4, in the power transmission direction shown by the arrow direction in fig. 4, in the two-motor one-gear electric mode, the engine 100 does not work, the first motor 110 and the second motor 120 work, and the first motor 110 drives the driving wheel of the one-way clutch to rotate around the preset direction, so as to drive the driven wheel to rotate.
The power transmission has two paths, and the first power is transmitted in the first motor 110, the second input shaft 320, the transmission gear set 510, the first output shaft 410, the one-way clutch 220, the second output shaft 420, the driving reduction gear 620, the driven reduction gear 630, the differential 610 and the intermediate shaft 600 in sequence, and is transmitted to the tire 900 through the intermediate shaft 600.
The second power is transmitted to the tire 900 through the intermediate shaft 600 in the direction of the second motor 120, the second output shaft 420, the driving reduction gear 620, the driven reduction gear 630, the differential 610, and the intermediate shaft 600 in this order.
At this time, when viewed from the engine 100 side, the first motor 110 and the second motor 120 are both rotated clockwise, the driving wheel of the one-way clutch 220 and the driven wheel of the one-way clutch 220 are both rotated counterclockwise, and the rotational speeds are the same, so that coupling transmission of power is possible. When the vehicle is in the middle-low speed rapid acceleration running (providing larger power), the system can be driven in the double-motor electric mode.
Fig. 5 is a schematic power transmission diagram in the range-extending mode of the first embodiment of the hybrid coupling system.
Referring to fig. 5, the power transmission direction in fig. 5 is shown as an arrow direction in the drawing, and in the range-extending mode, engine 100 and second motor 120 are operated, and one-way clutch 220 is not operated.
The power transmission has a path in which the power is transmitted to the tire 900 through the intermediate shaft 600 in the second motor 120, the second output shaft 420, the driving reduction gear 620, the driven reduction gear 630, the differential 610, and the intermediate shaft 600 in this order. The second motor 120 is used to drive the tire 900 to rotate.
Meanwhile, the rotation of the engine 100 drives the first motor 110 to rotate, thereby generating electricity through the first motor 110.
At this time, the second motor 120 rotates counterclockwise as viewed from the engine 100 side, the engine 100 rotates clockwise, and the second input shaft 320 rotates counterclockwise together with the first driving gear 511 through the speed increase and the reverse of the planetary row; the driving wheel of the one-way clutch 220 rotates clockwise, the driven wheel of the one-way clutch 220 rotates counterclockwise, and the one-way clutch 220 is in a disengaged state.
Fig. 6 is a power transmission schematic diagram of a brake power generation mode in the first embodiment of the hybrid coupling system.
Referring to fig. 6, in the power transmission direction shown by the arrow direction in fig. 6, in the braking power generation mode, the engine 100 and the first motor 110 are not operated, the brake 230 is not operated, the one-way clutch 220 is not operated, and the power generated when the vehicle brakes is transmitted from the tire 900 side to the second motor 120 to generate power.
Fig. 7 is a schematic diagram of a second embodiment of a hybrid coupling system.
Referring to fig. 7, a second embodiment of the hybrid coupling system refers to the structure of the hybrid coupling system in the first embodiment. The second embodiment differs from the first embodiment in that: the second input shaft 320 is an empty shaft; the motor shaft 124 of the second motor 120 and the second input shaft 320 are coaxially arranged, and one end of the motor shaft 124 of the second motor 120 is inserted through and sleeved in the second input shaft 320. The coaxial arrangement of the second input shaft 320 and the motor shaft 124 of the second motor 120 makes the structure of the hybrid coupling system more compact to facilitate arrangement in a limited space.
Fig. 8 is a schematic diagram of a three embodiment hybrid coupling system.
Referring to fig. 8, three embodiments of the hybrid coupling system refer to the structure of the hybrid coupling system in the second embodiment. The second embodiment differs from the second embodiment in that: the transmission unit 210 is a transmission gear connected between the first input shaft 310 and the second input shaft 320 in the second embodiment. The first input shaft 310 is connected to an output shaft of the engine 100.
It should be noted that the transmission unit 210 in the first embodiment may be a transmission gear.
According to the utility model, through different power transmission directions, the driving modes of two gears of a single motor can be realized, and through reasonable speed ratio setting, the use of the motor can be effectively regulated according to requirements, and the efficiency is improved.
The switching of the two gears of the single motor is accomplished by two motors and a one-way clutch 220. One motor is set to the first motor 110 output, and a large speed ratio is set. The single motor second gear is set to the second motor 120 output, and the speed ratio is relatively small. The single motor three speed setting is the first motor 110 output, with the minimum speed ratio. Meanwhile, the driving wheel of the one-way clutch 220 is connected with the first motor 110, and the driven end is directly connected with the second motor 120 and the wheel end. According to the nature of the one-way clutch 220, when the driven end rotational speed is greater than the driving end speed, the one-way clutch 220 is in a disengaged state, so that no power interruption in the gear shifting process can be achieved.
According to the property of the one-way clutch 220, the decoupling of the wheel end and the rotation speed of the first motor 110 can be realized at a higher vehicle speed, and the high rotation speed requirement on the first motor 110 can be reduced. In addition, since the single motor second gear ratio is relatively small, the second motor 120 is not rotated very high when the vehicle speed is high. Such an arrangement may enable high vehicle speed requirements of the vehicle.
While the utility model has been described with reference to several exemplary embodiments, it is to be understood that the terminology used is intended to be in the nature of words of description and of limitation. As the present utility model may be embodied in several forms without departing from the spirit or essential characteristics thereof, it should also be understood that the above-described embodiments are not limited by any of the details of the foregoing description, but rather should be construed broadly within its spirit and scope as defined in the appended claims, and therefore all changes and modifications that fall within the meets and bounds of the claims, or equivalences of such meets and bounds are therefore intended to be embraced by the appended claims.
Claims (10)
1. A hybrid coupling system, comprising:
an engine to which a first input shaft is connected;
a first motor connected to a second input shaft;
a transmission unit respectively connected to the first input shaft and the second input shaft for selectively transmitting power of the engine to the second input shaft;
the one-way clutch comprises a driving wheel and a driven wheel; the driving wheel is connected with a first output shaft, and the driven wheel is connected with a second output shaft, so that when the driving wheel rotates around a preset direction relative to the driven wheel, the power of the first output shaft can be transmitted to the second output shaft;
the second motor is in transmission connection with the second output shaft;
a drive gear set connected between the second input shaft and the first output shaft;
wherein the second output shaft is used for outputting power outwards.
2. The hybrid coupling system of claim 1, wherein a second drive gear is connected to a motor shaft of the second motor, and a second driven gear engaged with the second drive gear is connected to the second output shaft.
3. The hybrid coupling system of claim 1 or 2, wherein the second input shaft is a hollow shaft; the motor shaft of the second motor and the second input shaft are coaxially arranged, and one end of the motor shaft of the second motor is penetrated and sleeved in the second input shaft.
4. The hybrid coupling system of claim 3, wherein the transmission unit is a planetary row; the planetary gear comprises a sun gear, a gear ring arranged on the periphery of the sun gear and a planetary gear arranged between the sun gear and the gear ring; the planetary gear is meshed with the sun gear and the gear ring; the first input shaft is connected with the gear ring, and the second input shaft is connected with the sun gear.
5. The hybrid coupling system of claim 4, wherein the planet row further comprises a planet carrier, the planet carrier connecting the planet gears; the hybrid coupling system further includes a brake connected to the planet carrier to enable selective locking of the planet carrier such that the planet wheels are coupled and decoupled with respect to the sun gear.
6. The hybrid coupling system of claim 3, wherein the transmission unit is a transmission gear connected between the first input shaft and the second input shaft.
7. The hybrid coupling system of claim 1, wherein the drive gear set includes a first drive gear fixed to the second input shaft and a first driven gear fixed to the first output shaft; the first driven gear is meshed with the first driving gear.
8. The hybrid coupling system of claim 1, wherein the hybrid coupling system has a single motor first gear mode and a single motor second gear mode;
when the engine is in a single motor first gear mode, the engine and the second motor are not operated, and the first motor is operated; the power of the first motor is sequentially transmitted to the second input shaft, the transmission gear set, the first output shaft, the one-way clutch and the second output shaft; in a single motor first gear mode, the speed ratio between the first motor and the second output shaft is S1;
when the engine is in a single-motor second gear mode, the engine and the first motor do not work, and the second motor works; the power of the second motor is transmitted to the second output shaft; in a single-motor second gear mode, the speed ratio between the second motor and the second output shaft is S2;
wherein S1 is greater than S2.
9. The hybrid coupling system of claim 1, further comprising an intermediate shaft, and a differential disposed on the intermediate shaft; a driving reduction gear is fixed on the first output shaft, and a driven reduction gear is connected to the differential mechanism; the driving reduction gear is meshed with the driven reduction gear; the intermediate shaft is used for transmitting power to the tire.
10. A vehicle comprising a hybrid coupling system as claimed in any one of claims 1 to 9 and a tyre, said second output shaft being drivingly connected to said tyre.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320065694.1U CN219115226U (en) | 2023-01-05 | 2023-01-05 | Hybrid power coupling system and vehicle |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202320065694.1U CN219115226U (en) | 2023-01-05 | 2023-01-05 | Hybrid power coupling system and vehicle |
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| CN219115226U true CN219115226U (en) | 2023-06-02 |
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2023
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