CN219257054U - Hybrid power coupling system and vehicle - Google Patents
Hybrid power coupling system and vehicle Download PDFInfo
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- CN219257054U CN219257054U CN202320065543.6U CN202320065543U CN219257054U CN 219257054 U CN219257054 U CN 219257054U CN 202320065543 U CN202320065543 U CN 202320065543U CN 219257054 U CN219257054 U CN 219257054U
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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, wherein in the hybrid power coupling system, a first input shaft is connected with an engine through a first clutch of a first transmission part, at least two transmission paths are formed between the first input shaft and an intermediate shaft, at least two clutches of a second transmission part are respectively arranged on the two transmission paths between the intermediate shaft and the first input shaft, and the transmission ratio of each transmission path is different, so that the engine can be switched by at least 2 gears by selecting different power transmission paths, the engine can more reasonably operate in a high-efficiency interval, the power performance and the economical efficiency of the whole vehicle are improved, and the second transmission part is connected on the intermediate shaft, so that the arrangement of the two clutches is more convenient.
Description
Technical Field
The utility model relates to the field of vehicles, in particular to a hybrid power coupling system and a vehicle.
Background
The hybrid coupling system is the core of a hybrid vehicle and comprises an engine and an electric motor, the engine consuming fuel and the electric motor consuming the electric energy of a power battery, the engine and the electric motor being used in use to drive the vehicle.
The existing hybrid power coupling system generally adopts a single-gear structure, so that the whole transmission system has only one fixed speed ratio, and under certain working conditions, the engine cannot work in an optimal working area, and the dynamic property and the economical efficiency of the whole vehicle are limited.
Disclosure of Invention
In view of the above-mentioned shortcomings of the prior art, an object of the present utility model is to provide a hybrid coupling system and a vehicle that enable multi-gear control to improve the power performance and economy of the whole vehicle.
In order to achieve the above purpose, the utility model adopts the following technical scheme:
a hybrid coupling system, comprising: an engine; a first input shaft connected to the engine; the first motor is connected with the first input shaft; a first transmission member including at least one first clutch provided on a power transmission path between the engine and the first input shaft to control coupling and decoupling between the first input shaft and an output shaft of the engine; the intermediate shaft is in transmission connection with the first input shaft; the second transmission part is connected to the intermediate shaft and connected with the first input shaft so that at least 2 power transmission paths are formed between the intermediate shaft and the first input shaft, each power transmission path comprises a gear transmission group and at least one clutch, and the gear transmission ratio of the gear transmission group of each power transmission path is different; and the first transmission assembly is connected with the intermediate shaft.
In some aspects of the present application, the power transfer path includes a first power transfer path and a second power transfer path; the first power transmission path comprises a second clutch and a first gear transmission group, the second clutch is connected to the intermediate shaft, and the first gear transmission group is connected to the second clutch and is in transmission connection with the first input shaft; the second power transmission path includes a third clutch connected to the intermediate shaft and a second gear set connected to the third clutch and in driving connection with the first input shaft.
In some aspects of the present disclosure, the first input shaft has a first gear and a second gear connected thereto; the first gear set includes a third gear connected with the second clutch and meshed with the first gear; the second gear set includes a fourth gear that is connected with the second clutch and that meshes with the second gear.
In some aspects of the present disclosure, a fifth gear is connected to the output shaft of the first motor, the second gear is disposed at an end of the first input shaft away from the engine, and the fifth gear is meshed with the second gear.
In some aspects of the present application, the second clutch and the third clutch comprise a dual clutch.
In some aspects of the present application, the hybrid coupling system further comprises: the second transmission assembly is in transmission connection with the first transmission assembly; and the second motor is in transmission connection with the second transmission assembly.
In some aspects of the present disclosure, the second transmission assembly includes a transmission shaft, a sixth gear, and a seventh gear, the sixth gear and the seventh gear are connected on the transmission shaft, and the sixth gear is in transmission connection with the first transmission assembly, an output end of the second motor is connected with an eighth gear, and the eighth gear is meshed with the seventh gear.
In some aspects of the present disclosure, the second transmission assembly includes a ninth gear connected to an output of the second motor and a tenth gear connected to the intermediate shaft, the tenth gear being meshed with the ninth gear and being in driving connection with the first transmission assembly via the intermediate shaft.
In some aspects of the present application, the first transmission assembly includes: a differential for connection with an external wheel; and the eleventh gear is connected to the differential mechanism and is in transmission connection with the intermediate shaft and the second motor.
A vehicle, comprising: a vehicle body; the hybrid power coupling system is fixed on the vehicle body; and the wheels are connected with the first transmission assembly of the hybrid power coupling system.
The beneficial effects are that: in the hybrid power coupling system, the first input shaft is connected with the engine through the first clutch of the first transmission part, at least two transmission paths are formed between the first input shaft and the intermediate shaft, at least two clutches of the second transmission part are respectively arranged on the two transmission paths between the intermediate shaft and the first input shaft, and the transmission ratio of each transmission path is different, so that the engine can be switched by at least 2 gears by selecting different power transmission paths, the engine can be operated in a high-efficiency interval more reasonably, the power performance and the economy of the whole vehicle are improved, and the second transmission part is connected on the intermediate shaft, so that the arrangement of the two clutches is more convenient.
Drawings
Fig. 1 is a schematic structural diagram of a hybrid coupling system in an embodiment of the present application.
Fig. 2 is a schematic structural diagram of the hybrid coupling system in the idle power generation mode in the embodiment of the present application, and the direction indicated by the arrow is the power transmission direction.
Fig. 3 is a schematic structural diagram of the hybrid power coupling system in an embodiment of the present application when the hybrid power coupling system is in a single-motor pure electric drive, and a direction indicated by an arrow is a power transmission direction.
Fig. 4 is a schematic structural diagram of the hybrid coupling system in the series driving mode in an embodiment of the present application, and a direction indicated by an arrow is a power transmission direction.
Fig. 5 is a schematic structural diagram of a hybrid power coupling system in an embodiment of the present application in a two-motor full-electric first gear drive, and a direction indicated by an arrow is a power transmission direction.
Fig. 6 is a schematic structural diagram of a hybrid power coupling system in an embodiment of the present application in a two-motor full electric two-gear drive, and a direction indicated by an arrow is a power transmission direction.
Fig. 7 is a schematic structural diagram of a hybrid coupling system in an embodiment of the present application in parallel first gear driving, and a direction indicated by an arrow is a power transmission direction.
Fig. 8 is a schematic structural diagram of a hybrid coupling system in an embodiment of the present application in parallel second gear driving, and a direction indicated by an arrow is a power transmission direction.
Fig. 9 is a schematic structural diagram of a hybrid coupling system in an embodiment of the present application in a braking energy recovery mode, and a direction indicated by an arrow is a power transmission direction.
Fig. 10 is a schematic diagram of a hybrid coupling system according to an embodiment of the present application.
Fig. 11 is a control flow diagram in an embodiment of the present application.
Description of main reference numerals: 1. an engine; 2. a first input shaft; 3. a first motor; 4. an intermediate shaft; 5. a first clutch; 61. a second clutch; 62. a third gear; 72. a fourth gear; 71. a third clutch; 8. a first gear; 9. a second gear; 10. a fifth gear; 11. a second transmission assembly; 111. a transmission shaft; 112. a sixth gear; 113. a seventh gear; 114. a ninth gear; 115. a tenth gear; 12. a second motor; 13. an eighth gear; 14. a first transmission assembly; 141. a differential; 142. an eleventh gear; 15. a second input shaft; 16. a damper; 17. a twelfth gear.
Detailed Description
The utility model provides a hybrid power coupling system and a vehicle, and the utility model is further described in detail below with reference to the accompanying drawings and examples in order to make the objects, technical schemes and effects of the utility model clearer and more definite. It should be understood that the detailed description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the utility model.
In the description of the present utility model, it should be understood that the directions or positional relationships indicated by the terms "upper", "lower", "inner", "outer", etc. are based on the directions or positional relationships shown in the drawings, are merely for convenience of description and simplification of the description, and do not indicate or imply that the apparatus or element in question must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the present utility model.
In the description of the present utility model, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically connected, electrically connected or can be communicated with each other; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the above terms in the present utility model can be understood by those of ordinary skill in the art according to the specific circumstances.
Referring to fig. 1, a hybrid coupling system includes an engine 1, a first input shaft 2, a first transmission, an intermediate shaft 4, a second transmission, a first transmission assembly 14, and a first motor 3. The first input shaft 2 is connected to the engine 1 via a first transmission member such that the engine 1 is able to drive the input shaft in rotation. The second transmission connection between the first input shaft 2 and the intermediate shaft 4 enables the power on the first input shaft 2 to be transmitted to the intermediate shaft 4. The first transmission assembly 14 is connected to the intermediate shaft 4 such that power input by the engine 1 can be transmitted to the first transmission assembly 14, the first transmission assembly 14 being adapted to be connected to the wheels of the vehicle, whereby the engine 1 can drive the vehicle in motion. Moreover, the second electric machine 12 is in driving connection with the first transmission assembly 14, so that the first electric machine 3 can also drive the vehicle to move, forming a hybrid.
The first transmission member includes at least one first clutch 5, and the at least one first clutch 5 is provided on a power transmission path between the engine 1 and the first input shaft 2 to control coupling and decoupling between the first input shaft 2 and an output shaft of the engine 1. Since the first motor 3 is also connected to the first input shaft 2, the vehicle can be driven to move by the engine 1 or the first motor 3, and can be driven to move by both the engine 1 and the first motor 3 by the arrangement of the first clutch 5. In the embodiment shown in fig. 1, the first transmission member is a first clutch 5.
Through the arrangement of the second transmission part, at least 2 power transmission paths are formed between the intermediate shaft 4 and the first input shaft 2, each power transmission path comprises a gear transmission group and at least one clutch, the transmission ratio of the gear transmission group of each power transmission path is different, so that the power output by the engine 1 or the first motor 3 can be transmitted through different power transmission paths, and therefore the engine 1 or the first motor 3 can work in an optimal working area, and the efficiency is improved.
Since each power transmission path is to transmit the power of the engine 1 or the first motor 3 to the wheels of the vehicle when the engine 1 or the first motor 3 is used as the power source of the vehicle or when the engine 1 and the first motor 3 are simultaneously used as the power source of the vehicle, when the rotational speeds of the engine 1 or the first motor 3 are the same but the selected power transmission paths are different, the speeds of the vehicles are different due to different transmission ratios. For example: when the gear transmission group forms speed-increasing and torque-reducing, the vehicle can run quickly, but the power is smaller because the torque is reduced. When the gear transmission group forms torque increasing and speed reducing, the vehicle speed is slower, but the output torque is larger. Therefore, by selecting different transmission ratios, the vehicle can be adapted to travel under different road conditions and different vehicle speeds, and the engine 1 maintains an optimal operating region. Wherein different gear positions of the vehicle are formed due to different gear ratios of the gear sets of each power transmission path. The speed and torque increase and decrease means to increase the rotation speed of the wheels and decrease the torque.
The clutch is adopted to realize gear shifting, the torque capacity of the clutch is larger than that of the synchronizer, gear shifting and the like are facilitated, the gear shifting and the like are effectively avoided, a set of gear shifting mechanism specially operating the synchronizer is not needed, the layout of each part is reasonable, the structure is compact, assembly is facilitated, space is saved, the space utilization rate in a vehicle is improved, a driving motor is in a working state in running, and no interruption of vehicle power in the gear shifting process can be realized.
For example, the power transmission paths include a first power transmission path and a second power transmission path, and thus selection of the power transmission paths may be achieved by controlling clutches on the corresponding first power transmission path and second power transmission path, and each power transmission path corresponds to a different gear of the vehicle. That is, the first power transmission path is selected to transmit power, and the second power transmission path is selected to transmit power, with the first gear being the second gear.
The first power transmission path includes a second clutch 61 and a first gear train, the second clutch 61 being connected to the intermediate shaft 4, the first gear train being connected to the second clutch 61 and being in driving connection with the first input shaft 2. Wherein, the transmission connection between the first gear transmission group and the first input shaft 2 determines the transmission ratio of the first power transmission path, and the combined state and the separated state of the second clutch 61 correspond to the on-off state of the first power transmission path. That is, when the second clutch 61 is in the engaged state and the other power transmission path is in the disengaged state, the power of the engine 1 or the first motor 3 can be transmitted to the intermediate shaft 4 through the first input shaft 2, the first gear train, the second clutch 61, and then transmitted to the wheels of the vehicle by the intermediate shaft 4. When the second clutch 61 is in the disengaged state, the first gear train cannot rotate the intermediate shaft 4.
In detail, the first input shaft 2 is connected with a first gear 8, the first gear transmission group includes a third gear 62, the third gear 62 is connected with the second clutch 61, and the third gear 62 is meshed with the first gear 8; so that the first gear 8, the third gear 62 and the second clutch 61 form a first power transmission path, and the ratio of the numbers of teeth of the first gear 8 and the third gear 62 forms a gear ratio on the first power transmission path.
Similarly, the second power transmission path includes a third clutch 71 and a second gear train, the third clutch 71 being connected to the intermediate shaft 4, and the second gear train being connected to the third clutch 71 and being in driving connection with the first input shaft 2. Wherein the transmission connection between the second gear set and the first input shaft 2 determines the transmission ratio of the second power transmission path, and the engaged state and the disengaged state of the third clutch 71 correspond to the on-off state of the second power transmission path. That is, when the third clutch 71 is in the engaged state and the other power transmission path is in the disengaged state, the power of the engine 1 or the first motor 3 can be transmitted to the intermediate shaft 4 through the first input shaft 2, the first gear train, the second clutch 61, and then transmitted to the wheels of the vehicle by the intermediate shaft 4. When the third clutch 71 is in the disengaged state, the second gear train cannot rotate the intermediate shaft 4.
The first input shaft 2 is connected with a second gear 9, the second gear transmission group includes a fourth gear 72, the fourth gear 72 is connected with the second clutch 61, and the fourth gear 72 is meshed with the second gear 9, so that the second gear 9, the third gear 62, and the third clutch 71 form a second power transmission path, and the ratio of the numbers of teeth of the second gear 9 and the fourth gear 72 forms a gear ratio on the second power transmission path.
The second clutch 61 and the third clutch 71 constitute a double clutch to reduce the installation space required for the second clutch 61 and the third clutch 71, and to achieve the effect of reducing the longitudinal dimension of the hybrid coupling system, the longitudinal direction being the axial direction along the input shaft.
Referring to fig. 1, in detail, a first connecting shaft is connected between the second clutch 61 and the third gear 62, and the first connecting shaft is a hollow shaft and is sleeved on the intermediate shaft 4, so that the second clutch 61, the third gear 62 and the intermediate shaft 4 are coaxial. Similarly, a second connecting shaft is connected between the third clutch 71 and the fourth gear 72, and the second connecting shaft is a hollow shaft and is sleeved on the intermediate shaft 4, so that the third clutch 71, the fourth gear 72 and the intermediate shaft 4 are coaxial. The arrangement is such that the hybrid coupling system has a smaller lateral dimension, which means the direction in fig. 1 in which the ends of the straight line perpendicular to the first input shaft 2 and the intermediate shaft 4 are directed.
Since the second clutch 61 and the third clutch 71 constitute a double clutch, in the embodiment shown in fig. 1 the second coupling shaft is journalled on the intermediate shaft 4 and the first coupling shaft is journalled on the second coupling shaft.
In an embodiment, the output shaft of the first motor 3 is connected with a fifth gear 10, the second gear 9 is disposed at one end of the first input shaft 2 far away from the engine 1, and the fifth gear 10 is meshed with the first gear 8, so that the length of the output shaft of the first motor 3 can be reduced, and the arrangement of the internal structure of the hybrid power coupling system is more convenient.
Moreover, the first motor 3 is meshed with the first gear 8 through the fifth gear 10, and when the number of teeth of the fifth gear 10 is smaller than that of the first gear 8 and the first motor 3 is used as power output, a speed reducing structure is formed between the fifth gear 10 and the first gear 8 so as to realize speed reduction and torque increase, so that larger torque is output; when the number of teeth of the fifth gear 10 is smaller than the number of teeth of the first gear 8 and the engine 1 drives the first motor 3 to generate electricity, a speed increasing structure is formed between the fifth gear 10 and the first gear 8 to achieve speed increasing and torque reducing, that is, the rotation speed of the first motor 3 in generating electricity is increased.
The hybrid power coupling system further comprises a second transmission assembly 11 and a second motor 12, wherein the second transmission assembly 11 is in transmission connection with the first transmission assembly 14; the second motor 12 is in driving connection with the second transmission assembly 11. Thus, the power of the second motor 12 can be transmitted to the first transmission assembly 14 through the second transmission assembly 11 to effect movement of the drive vehicle.
Wherein, through the arrangement of the second motor 12, and the first clutch 5 is arranged between the first input shaft 2 and the engine 1, the first motor 3 and the second motor 12 can drive the vehicle to move at the same time, so that the driving force of the electric driving mode is increased. In other words, when the driving force of the electric drive mode is rated, the first motor 3 and the second motor 12 can be used as the power sources of the vehicle at the same time, the volume and cost of the first motor 3 and the second motor 12 can be reduced.
In detail, the second transmission assembly 11 includes a transmission shaft 111, a sixth gear 112 and a seventh gear 113, the sixth gear 112 and the seventh gear 113 are connected to the transmission shaft 111, and the sixth gear 112 is in transmission connection with the first transmission assembly 14, an eighth gear 13 is connected to an output end of the second motor 12, the eighth gear 13 is engaged with the seventh gear 113, and power is transferred between the second motor 12 and the first transmission assembly 14.
Preferably, the second transmission assembly 11 forms a speed reducer, i.e. the second transmission assembly 11 plays a role of reducing speed and increasing torque, so that the driving motor outputs larger torque.
Referring to fig. 10, in another embodiment, the second transmission assembly 11 includes a ninth gear 114 connected to the output of the second motor 12 and a tenth gear 115 connected to the intermediate shaft 4, the tenth gear 115 being meshed with the ninth gear 114 and being in driving connection with the first transmission assembly 14 via the intermediate shaft 4. In this embodiment, the second motor 12 is connected to the intermediate shaft 4 through the ninth gear 114 and the tenth gear 115, so that the second motor 12 is decelerated with the first transmission assembly 14 through the ninth gear 114, the tenth gear 115 and the intermediate shaft 4, and the structure is further compact and simple, so that the lateral dimension of the hybrid coupling system can be reduced.
The first transmission assembly 14 includes a differential 141 and an eleventh gear 142, the differential 141 being for connection with external wheels; the eleventh gear 142 is connected to the differential 141 in driving connection with the intermediate shaft 4 and the second electric motor 12, thereby achieving power transmission between the engine 1 and the second electric motor 12 and wheels.
In detail, the intermediate shaft 4 is provided with a twelfth gear 17, and the twelfth gear 17 is meshed with the eleventh gear 142, so that power transmission between the intermediate shaft 4 and the first transmission assembly 14 is realized.
In the embodiment in which the second motor 12 is connected to the first transmission assembly 14 through the second transmission assembly 11, it is specifically: the sixth gear 112 of the second transmission assembly 11 meshes with the eleventh gear 142 of the first transmission assembly 14 to effect power transmission between the second transmission assembly 11 and the first transmission assembly 14.
Of the above, the first motor 3 and the second motor 12 can each be used to drive the vehicle to move and to generate electricity. Preferably, the first motor 3 is a generator and the second motor 12 is a drive motor.
Wherein, be equipped with shock absorber 16 and second input shaft 15 between the output of first clutch 5 and engine 1, shock absorber 16 connects the output at engine 1 to cushion and the damping to the output of engine 1, for example: the damper 16 may be a torsional damper 16 or a dual mass flywheel. The second input shaft 15 is connected between the first clutch 5 and the damper 16.
In the above, the hybrid power coupling system realizes switching of various operation modes by controlling the states of the clutches on the respective power transmission paths. The working mode of the hybrid power coupling system comprises an idle power generation mode, a single-motor pure electric driving mode, a serial driving mode, a double-motor driving mode, a parallel driving mode and a braking energy recovery mode, wherein the double-motor driving mode comprises a double-motor pure electric first-gear driving mode and a double-motor pure electric second-gear driving mode, and the parallel driving mode at least comprises a parallel first-gear driving mode and a parallel second-gear driving mode.
Referring to fig. 2, when the coupling system is in the idle power generation mode, the first clutch 5 is in the coupled state, the second clutch 61 and the third clutch 71 are in the decoupled state, and the engine 1 drives the first motor 3 to generate power.
Referring to fig. 3, when the coupling system is in the single-motor pure electric mode, both the second clutch 61 and the third clutch 71 are in a disengaged state, and the second motor 12 drives the vehicle to move.
Referring to fig. 4, when the coupling system is in the series driving mode, the first clutch 5 is in the coupled state, the second clutch 61 and the third clutch 71 are both in the decoupled state, the second motor 12 drives the vehicle to move, the engine 1 drives the first motor 3 to generate electricity, and the electricity generated by the first motor 3 is used for the second motor 12 to operate.
Referring to fig. 5, when the coupling system is in the two-motor all-electric first-gear drive mode, the first clutch 5 and the third clutch 71 are in a disengaged state, the second clutch 61 is in a coupled state, the first motor 3 and the second motor 12 are in a drive mode, and the first motor 3 and the second motor 12 jointly drive the vehicle to move.
Referring to fig. 6, when the coupling system is in the two-motor-only second-gear drive mode, the first clutch 5 and the second clutch 61 are in a disengaged state, the third clutch 71 is in a coupled state, the first motor 3 and the second motor 12 are in a drive mode, and the first motor 3 and the second motor 12 jointly drive the vehicle to move.
Referring to fig. 7, when the coupling system is in the parallel first-gear driving mode, the first clutch 5 and the second clutch 61 are in the coupled state, and the third clutch 71 is in the decoupled state, at this time, a part of the power of the engine 1 is used to drive the vehicle to move, a part of the power is used to drive the first motor 3 to generate electricity, and the second motor 12 drives the vehicle to move.
Referring to fig. 8, when the coupling system is in the parallel second-gear driving mode, the first clutch 5 and the third clutch 71 are in the coupled state, and the second clutch 61 is in the decoupled state, at this time, a part of the power of the engine 1 is used to drive the vehicle to move, a part of the power is used to drive the first motor 3 to generate electricity, and the second motor 12 drives the vehicle to move.
Referring to fig. 9, when the combined system is in the braking energy recovery mode, the vehicle drives the second electric machine 12 in a braking state or a coasting state to generate electricity to achieve braking energy recovery.
The above several modes of operation are tabulated as follows:
the combination system or the vehicle is provided with a controller for controlling the combination system to work, wherein the combination system works by acquiring the current battery electric quantity value, the accelerator opening value and the vehicle speed value of the vehicle; then determining the working mode of the vehicle according to the current battery electric quantity value, the accelerator opening value and the vehicle speed value of the vehicle; next, according to the operation mode of the vehicle, the operation states of the engine 1, the first motor 3, and the second motor 12, and the on-off of the power transmission paths of the first clutch 5, the second clutch 61, and the third clutch 71 are controlled to match the current operation mode of the vehicle.
Thus, according to the working modes of the vehicle, the working states of the engine 1, the first motor 3 and the second motor 12 and the on-off of the power transmission paths of the first clutch 5, the second clutch 61 and the third clutch 71 are controlled, so that the automatic switching of multiple working modes such as an idle power generation mode, a single-motor pure electric drive mode, a serial drive mode, a double-motor pure electric drive mode, a parallel drive mode and a braking energy recovery mode can be realized, thereby effectively reducing fuel consumption and improving fuel economy.
A vehicle comprises a vehicle body, a hybrid power coupling system and wheels, wherein the hybrid power coupling system is fixed on the vehicle body, and the wheels are connected with a first transmission assembly 14 of the hybrid power coupling system, namely, the wheels are in transmission connection with a differential 141.
In the hybrid power coupling system, the first input shaft 2 is connected with the engine 1 through the first clutch 5 of the first transmission member, at least two transmission paths are formed between the first input shaft 2 and the intermediate shaft 4, at least two clutches of the second transmission member are respectively arranged on the two transmission paths between the intermediate shaft 4 and the first input shaft 2, and the transmission ratio of each transmission path is different, so that the engine 1 can be switched by at least 2 gears by selecting different power transmission paths, the engine 1 can more reasonably operate in a high-efficiency interval, the power performance and the economy of the whole vehicle are improved, and the second transmission member is connected on the intermediate shaft 4, so that the arrangement of the two clutches is more convenient.
It will be understood that equivalents and modifications will occur to those skilled in the art based on the present utility model and its spirit, and all such modifications and substitutions are intended to be included within the scope of the present utility model.
Claims (10)
1. A hybrid coupling system, comprising:
an engine;
a first input shaft connected to the engine;
the first motor is connected with the first input shaft;
a first transmission member including at least one first clutch provided on a power transmission path between the engine and the first input shaft to control coupling and decoupling between the first input shaft and an output shaft of the engine;
the intermediate shaft is in transmission connection with the first input shaft;
the second transmission part is connected to the intermediate shaft and connected with the first input shaft so that at least 2 power transmission paths are formed between the intermediate shaft and the first input shaft, each power transmission path comprises a gear transmission group and at least one clutch, and the gear transmission ratio of the gear transmission group of each power transmission path is different;
and the first transmission assembly is connected with the intermediate shaft.
2. The hybrid coupling system of claim 1, wherein,
the power transmission path includes a first power transmission path and a second power transmission path;
the first power transmission path comprises a second clutch and a first gear transmission group, the second clutch is connected to the intermediate shaft, and the first gear transmission group is connected to the second clutch and is in transmission connection with the first input shaft;
the second power transmission path includes a third clutch connected to the intermediate shaft and a second gear set connected to the third clutch and in driving connection with the first input shaft.
3. The hybrid coupling system of claim 2, wherein,
the first input shaft is connected with a first gear and a second gear;
the first gear set includes a third gear connected with the second clutch and meshed with the first gear;
the second gear set includes a fourth gear that is connected with the second clutch and that meshes with the second gear.
4. The hybrid coupling system according to claim 3, wherein a fifth gear is connected to the output shaft of the first motor, the second gear is disposed at an end of the first input shaft remote from the engine, and the fifth gear is engaged with the second gear.
5. The hybrid coupling system of claim 2, wherein the second clutch and the third clutch comprise a dual clutch.
6. The hybrid coupling system of claim 1, further comprising:
the second transmission assembly is in transmission connection with the first transmission assembly;
and the second motor is in transmission connection with the second transmission assembly.
7. The hybrid coupling system of claim 6, wherein the second transmission assembly includes a drive shaft, a sixth gear and a seventh gear, the sixth gear and the seventh gear being connected to the drive shaft and the sixth gear being drivingly connected to the first transmission assembly, an eighth gear being connected to an output of the second motor, the eighth gear being in mesh with the seventh gear.
8. The hybrid coupling system of claim 6, wherein the second transmission assembly includes a ninth gear connected to the output of the second motor and a tenth gear connected to the intermediate shaft, the tenth gear meshed with the ninth gear and drivingly connected to the first transmission assembly through the intermediate shaft.
9. The hybrid coupling system of claim 6, wherein the first transmission assembly comprises:
a differential for connection with an external wheel;
and the eleventh gear is connected to the differential mechanism and is in transmission connection with the intermediate shaft and the second motor.
10. A vehicle, characterized by comprising:
a vehicle body;
a hybrid coupling system fixed to the vehicle body, the hybrid coupling system being the hybrid coupling system of any one of claims 1-9;
and the wheels are connected with the first transmission assembly of the hybrid power coupling system.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320065543.6U CN219257054U (en) | 2023-01-05 | 2023-01-05 | Hybrid power coupling system and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320065543.6U CN219257054U (en) | 2023-01-05 | 2023-01-05 | Hybrid power coupling system and vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN219257054U true CN219257054U (en) | 2023-06-27 |
Family
ID=86867693
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202320065543.6U Active CN219257054U (en) | 2023-01-05 | 2023-01-05 | Hybrid power coupling system and vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN219257054U (en) |
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2023
- 2023-01-05 CN CN202320065543.6U patent/CN219257054U/en active Active
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