CN114368275A - Hybrid power assembly structure and working method thereof - Google Patents
Hybrid power assembly structure and working method thereof Download PDFInfo
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- CN114368275A CN114368275A CN202111315393.1A CN202111315393A CN114368275A CN 114368275 A CN114368275 A CN 114368275A CN 202111315393 A CN202111315393 A CN 202111315393A CN 114368275 A CN114368275 A CN 114368275A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/44—Series-parallel type
- B60K6/442—Series-parallel switching type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Arrangement Of Transmissions (AREA)
Abstract
The invention discloses a hybrid power assembly structure, which comprises an engine and a motor for a hybrid electric vehicle, and further comprises a total driving gear, wherein the engine is connected with the total driving gear through a shaft transmission mechanism, the motor is connected with the total driving gear through a gear transmission mechanism, the total driving gear is connected with a speed reducing mechanism, a transmission path between the engine and the total driving gear has two working states of connection and disconnection, and a transmission path between the total driving gear and the speed reducing mechanism has two working states of connection and disconnection. The invention also discloses a working method of the hybrid power assembly structure. The invention has simple integral structure and short transmission path, can reduce the manufacturing cost and can improve the comprehensive energy efficiency of the whole vehicle.
Description
Technical Field
The invention relates to a new energy automobile power assembly, in particular to a hybrid power assembly structure and a working method thereof.
Background
The endurance mileage of the current pure electric vehicle is mainly limited by battery capacity, and the battery capacity of the whole vehicle cannot be increased without limitation due to cost and space considerations; meanwhile, due to the shortage of charging facilities, the charging of the battery still has a lot of inconvenience at present. The invention patent publication No. CN103298637A discloses a drive device for a hybrid vehicle including an engine and a motor, the drive device for the hybrid vehicle including: a 1 st driving force transmission path for transmitting a driving force of the engine to a driving wheel of a vehicle; a 2 nd driving force transmission path for transmitting a driving force between the motor and the engine; and a 1 st torque fluctuation absorbing mechanism and a 2 nd torque fluctuation absorbing mechanism, the 1 st torque fluctuation absorbing mechanism being capable of absorbing torque fluctuations on the 1 st driving force transmission path, the 2 nd torque fluctuation absorbing mechanism is capable of absorbing the torque fluctuation in the 2 nd driving force transmission path, at the time of start of the engine, the driving force of the electric motor is transmitted to the engine via the 2 nd driving force transmission path, and at this time, the driving force is transmitted through both the 1 st torque fluctuation absorbing mechanism and the 2 nd torque fluctuation absorbing mechanism, the driving force of the engine is transmitted to the driving wheels via the 1 st driving force transmission path while the vehicle is running, the driving force is transmitted via the 1 st torque fluctuation absorbing mechanism of the 1 st torque fluctuation absorbing mechanism and the 2 nd torque fluctuation absorbing mechanism. The invention can avoid the resonance generated in the driving force transmission path and prevent or effectively restrain the vibration of the vehicle body caused by the resonance. However, the invention adopts a double-motor structure, and has complex structure and high cost.
Disclosure of Invention
The invention provides a hybrid power assembly structure with simple structure and lower cost and a working method thereof, aiming at overcoming the defects of complex structure, high cost and the like of the existing hybrid power assembly structure.
The technical scheme of the invention is as follows: the utility model provides a hybrid assembly structure, is including engine and the motor that is used for hybrid vehicle, and this hybrid assembly structure still includes total drive gear, and the engine passes through shaft drive mechanism with total drive gear to be connected, and the motor passes through gear drive mechanism with total drive gear to be connected, and total drive gear is connected with a reduction gears, and the transmission route between engine and total drive gear has two kinds of operating condition of putting through and breaking off, and the transmission route between total drive gear and reduction gears has two kinds of operating condition of putting through and breaking off. The engine and the motor can be used as power sources, and power is transmitted to the speed reducing mechanism through the main driving gear to drive wheels. Different transmission paths can be generated by combining different working states of transmission paths between the engine and the main driving gear and between the main driving gear and the speed reducing mechanism, power sources can be reasonably switched according to distance and road condition difference, electricity storage and utilization management can be carried out, and different functions of range extension, motor driving, parking charging, engine direct driving, traveling power generation, parallel driving, disengagement, braking energy recovery and the like can be realized.
Preferably, the shaft transmission mechanism comprises an engine output shaft and a main driving gear driving shaft, the engine output shaft is connected to the engine, the main driving gear driving shaft is fixed with the main driving gear, and the engine output shaft is in transmission connection with the main driving gear driving shaft. The shaft transmission mechanism has simple structure and high transmission ratio, so that the transmission path between the engine and the main driving gear can be shortened, the integral structure is simplified, the cost is reduced, the transmission efficiency is improved, and the energy consumption is reduced.
Preferably, a torsional vibration damper is arranged between the engine output shaft and the total driving gear driving shaft, the engine output shaft is fixed with the torsional vibration damper, and the total driving gear driving shaft is in transmission connection with the output end of the torsional vibration damper. The torsional vibration damper can moderate the torsional impact load of the downstream of the output shaft of the engine under the unstable working condition, improve the smoothness of the torque transmission and eliminate or weaken the torsional vibration and the noise.
Preferably, the output end of the torsional vibration damper is connected with the driving shaft of the main driving gear through a first clutch. The first clutch can realize the switching of the on and off states of the transmission path between the engine and the main driving gear.
Preferably, the gear transmission mechanism comprises a motor power gear, the motor power gear is connected with the output end of the motor, and the motor power gear is meshed with the main driving gear. Through the gear transmission mechanism, the motor and the engine can be connected in parallel relative to the main driving gear, so that the main driving gear can be driven respectively, and torsion superposition can be performed on the main driving gear.
Preferably, the main drive gear and the speed reducing mechanism are connected by a second clutch. The second clutch can realize the switching of the on-off state of the transmission path between the main driving gear and the speed reducing mechanism.
Preferably, the speed reducing mechanism comprises a first-stage transmission gear, a first-stage transmission speed reducing gear, a second-stage transmission gear and a main speed reducing gear, the first-stage transmission gear is connected to the output end of the second clutch, the first-stage transmission speed reducing gear is meshed with the first-stage transmission gear, the second-stage transmission gear is coaxially connected with the first-stage transmission speed reducing gear, and the main speed reducing gear is meshed with the second-stage transmission gear. The first-stage transmission gear introduces torque from the main driving gear, and then the torque is output after being subjected to speed reduction transmission through the first-stage transmission reduction gear, the second-stage transmission gear and the main reduction gear so as to drive wheels.
The working method of the hybrid power assembly structure comprises the following working modes:
mode one, range extending mode: the transmission path between the engine and the main driving gear is connected, the transmission path between the main driving gear and the speed reducing mechanism is disconnected, the engine works, and the motor generates power and supplies power to a circuit system of the whole vehicle;
mode two, motor drive mode: the transmission path between the engine and the main driving gear is disconnected, the transmission path between the main driving gear and the speed reducing mechanism is connected, the engine works, the motor stops, and the whole vehicle is driven to run through the speed reducing mechanism;
mode three, parking charging mode: the transmission path between the engine and the main driving gear is connected, the transmission path between the main driving gear and the speed reducing mechanism is disconnected, the engine works, and the motor generates electricity to charge the battery;
the mode four is that the engine directly drives the mode: the transmission path between the engine and the main driving gear is communicated, the transmission path between the main driving gear and the speed reducing mechanism is communicated, the engine works, the motor stops, and the engine directly drives the whole vehicle to run through the speed reducing mechanism;
and a fifth driving power generation mode: the transmission path between the engine and the main driving gear is communicated, the transmission path between the main driving gear and the speed reducing mechanism is communicated, the engine works, the motor generates electricity, and meanwhile, the engine directly drives the whole vehicle to run through the speed reducing mechanism;
mode six parallel drive mode: the transmission path between the engine and the main driving gear is communicated, the transmission path between the main driving gear and the speed reducing mechanism is communicated, the engine works, the motor drives, and then the whole vehicle is directly driven to run through the speed reducing mechanism;
mode seven, disengaged mode: the transmission path between the engine and the main driving gear is disconnected, the transmission path between the main driving gear and the speed reducing mechanism is disconnected, the engine and the motor are both stopped, and the engine and the motor are disconnected with the speed reducing mechanism;
mode eight braking energy recovery mode: the transmission path between the engine and the main driving gear is disconnected, the transmission path between the main driving gear and the speed reducing mechanism is connected, the engine stops, the motor generates power, and the battery is charged.
The range extending function is that the motor is driven by the engine to generate electricity for other electric drive systems of the whole vehicle, and the traditional engine driving mode is adopted, so that the motor does not participate in driving, and the universal cruising anxiety problem of the pure electric vehicle can be effectively improved; the motor driving function can be used together with other electric driving systems of the whole vehicle, so that the pure electric four-wheel drive function is realized; the parking charging function can solve the problem of battery charging under the working condition of no power supply charging; the engine directly drives the function, so that the energy efficiency and high efficiency of the whole vehicle can be realized; the running power generation function can realize the functions of the engine participating in driving and generating power, and optimize the high-efficiency driving of the whole vehicle; the parallel driving function can realize that the engine and the motor can simultaneously drive the whole vehicle, thereby better improving the power performance of the whole vehicle; the hybrid power assembly is connected with the wheels in a disconnecting mode, so that the resistance of the whole vehicle is reduced, and the cruising ability of the whole vehicle is improved; the energy recovery function realizes energy recovery during braking, and improves the endurance capacity of the whole vehicle.
The invention has the beneficial effects that:
simple structure and low cost. The invention has simple integral structure and short transmission path, and can reduce the manufacturing cost.
And the comprehensive energy efficiency of the whole vehicle is improved. The invention can generate different transmission paths by the combination of different working states of the transmission paths between the engine and the main driving gear and between the main driving gear and the speed reducing mechanism, reasonably switch power sources according to the distance and road condition difference, manage the electricity storage and the electricity utilization, flexibly adjust the working performance of the steering power-assisted system and balance various main control performances of the vehicle.
Drawings
FIG. 1 is a schematic structural diagram of the present invention;
fig. 2 is another schematic structural diagram of the present invention.
In the figure, 1-an engine, 2-a motor, 3-a total driving gear, 4-a first clutch, 5-a motor power gear, 6-a second clutch, 7-a primary transmission gear, 8-a primary transmission reduction gear, 9-a secondary transmission gear, 10-a main reduction gear, 11-a torsion damper, 12-a differential assembly, 13-a steering power-assisted first power wheel, 14-a steering power-assisted transmission wheel, 15-a steering power-assisted second power wheel, 16-an electromagnetic attraction disc and 17-a shifting type steering power-assisted power pack.
Detailed Description
The invention is further illustrated by the following specific embodiments in conjunction with the accompanying drawings.
Example 1:
as shown in fig. 1, a hybrid assembly structure is arranged on a front drive of a hybrid electric vehicle, and comprises an engine 1, a motor 2 and a total drive gear 3, wherein the engine 1 and the total drive gear 3 are connected through a shaft transmission mechanism, and a differential assembly 12 is arranged on a main reduction gear 10. The motor 2 is connected with the total driving gear 3 through a gear transmission mechanism, the total driving gear 3 is connected with a speed reducing mechanism, a transmission path between the engine 1 and the total driving gear 3 has two working states of connection and disconnection, and a transmission path between the total driving gear 3 and the speed reducing mechanism has two working states of connection and disconnection. The shaft transmission mechanism comprises an engine output shaft and a total driving gear driving shaft, the engine output shaft is connected to the engine 1, the total driving gear driving shaft is fixed with the total driving gear 3, and the engine output shaft is in transmission connection with the total driving gear driving shaft. A torsional vibration damper 11 is arranged between the engine output shaft and the total driving gear driving shaft, the engine output shaft is fixed with the torsional vibration damper 11, and the total driving gear driving shaft is in transmission connection with the output end of the torsional vibration damper 11. The output end of the torsional vibration damper 3 is connected with the driving shaft of the main driving gear through a first clutch 4. The gear transmission mechanism comprises a motor power gear 5, the motor power gear 5 is connected with the output end of the motor 2, and the motor power gear 5 is meshed with the main driving gear 3. The final drive gear 3 is connected to the reduction mechanism via a second clutch 6. The speed reducing mechanism comprises a primary transmission gear 7, a primary transmission speed reducing gear 8, a secondary transmission gear 9 and a main speed reducing gear 10, wherein the primary transmission gear 7 is connected to the output end of the second clutch 6, the primary transmission speed reducing gear 8 is meshed with the primary transmission gear 7, the secondary transmission gear 9 is coaxially connected with the primary transmission speed reducing gear 8, and the main speed reducing gear 10 is meshed with the secondary transmission gear 9.
The working method of the hybrid power assembly structure comprises the following working modes:
mode one, range extending mode: the first clutch 4 is connected, the second clutch 6 is disconnected, so that a transmission path between the engine 1 and the main driving gear 3 is connected, a transmission path between the main driving gear 3 and the speed reducing mechanism is disconnected, the engine 1 works, and the motor 2 generates electricity and supplies the electricity to a whole vehicle circuit system;
mode two, motor drive mode: the first clutch 4 is disconnected, the second clutch 6 is connected, so that the transmission path between the engine 1 and the main driving gear 3 is disconnected, the transmission path between the main driving gear 3 and the speed reducing mechanism is connected, the engine 1 works, the motor 2 stops, and the whole vehicle is driven to run through the speed reducing mechanism;
mode three, parking charging mode: the first clutch 4 is engaged, the second clutch 6 is disconnected, so that the transmission path between the engine 1 and the main driving gear 3 is connected, the transmission path between the main driving gear 3 and the speed reducing mechanism is disconnected, the engine works 1, the motor 2 generates electricity, and a battery is charged;
the mode four is that the engine directly drives the mode: the first clutch 4 and the second clutch 6 are both engaged, so that the transmission path between the engine 1 and the main driving gear 3 is communicated, the transmission path between the main driving gear 3 and the speed reducing mechanism is communicated, the engine 1 works, the motor 2 stops, and the engine 1 directly drives the whole vehicle to run through the speed reducing mechanism;
and a fifth driving power generation mode: the first clutch 4 and the second clutch 6 are both engaged, so that a transmission path between the engine 1 and the main driving gear 3 is communicated, the transmission path between the main driving gear 3 and the speed reducing mechanism is communicated, the engine 1 works, the motor 2 generates electricity, and the engine 1 directly drives the whole vehicle to run through the speed reducing mechanism;
mode six parallel drive mode: the first clutch 4 and the second clutch 6 are both engaged, so that the transmission path between the engine 1 and the main driving gear 3 is communicated, the transmission path between the main driving gear 3 and the speed reducing mechanism is communicated, the engine 1 works, the motor 2 drives, and then the whole vehicle is directly driven to run through the speed reducing mechanism;
mode seven, disengaged mode: the first clutch 4 and the second clutch 6 are disconnected, so that a transmission path between the engine 1 and the main driving gear 3 is disconnected, a transmission path between the main driving gear 3 and the speed reducing mechanism is disconnected, the engine 1 and the motor 2 are both stopped, and the engine 1 and the motor 2 are disconnected with the speed reducing mechanism;
mode eight braking energy recovery mode: the first clutch 4 is disengaged and the second clutch 6 is engaged, so that the transmission path between the engine 1 and the main drive gear 3 is disengaged, the transmission path between the main drive gear 3 and the speed reducing mechanism is engaged, the engine 1 is stopped, the motor 2 generates power, and the battery is charged.
Example 2:
as shown in fig. 2, a steering system of the hybrid electric vehicle is provided with a steering oil pump and a shifting power-assisted steering power pack 17, and the shifting power-assisted steering power pack 17 is in transmission connection with the steering oil pump to provide driving force for the steering oil pump. The input end of the shifting type power-assisted steering power pack 17 is an electromagnetic attraction disc 16, the shifting type power-assisted steering power pack 17 is connected on a slide rail in a sliding way, a power-assisted steering power pack shifting device consisting of a shifting motor and a screw rod provides sliding power, and the screw rod is connected at the output end of the shifting motor and is in threaded connection with a nut seat on a box body of the shifting type power-assisted steering power pack 17. The output shaft of the engine is also connected with a steering power-assisted first power wheel 13, and the steering power-assisted first power wheel 13 is meshed with a steering power-assisted transmission wheel 14. The output end of the motor 2 is also provided with a steering power-assisted second power wheel 15 which is coaxial with the motor power gear 5. And the axle ends of the steering power-assisted transmission wheel 14 and the steering power-assisted second power wheel 15 are respectively provided with a joint disc for butt joint with an electromagnetic attraction disc 16. The power input end of the steering oil pump is provided with an input shaft, a driving synchronous belt pulley and a transmission synchronous belt pulley, the driving synchronous belt pulley is in key connection with the input shaft, the driving synchronous belt pulley and the transmission synchronous belt pulley are connected through a synchronous belt, a flange shaft sleeve is fixed on the end face of the transmission synchronous belt pulley through a bolt and is coaxial with the transmission synchronous belt pulley, and the flange shaft sleeve is embedded in a bearing seat of a belt pulley support in a matching manner, so that the transmission synchronous belt pulley is rotatably connected onto the belt pulley support, and the belt pulley support is fixed on a vehicle body. The transmission synchronous belt wheel is provided with a central hole, and the inner wall of the central hole is provided with a spline groove. The output end of the shifting type power-assisted steering power pack 17 is connected with a transmission shaft, the transmission shaft is provided with a spline which is meshed with the spline groove, and the transmission shaft is connected in a center hole of the transmission synchronous belt wheel in a sliding mode. The first clutch 4, the second clutch 6, the electromagnetic attraction disc 16 and the shifting motor are all in communication connection with an ECU of the hybrid electric vehicle. The rest is the same as example 1.
Under the drive of the power-assisted steering power pack shifting device, the shifting power-assisted steering power pack 17 can be shifted in a reciprocating way, and the position of the power-assisted steering transmission wheel 14 and the power-assisted steering second power wheel 15 is switched, but even if the shifting power-assisted steering power pack 17 is shifted in a reciprocating way, the transmission shaft is always penetrated and connected in the central hole of the transmission synchronous belt wheel in a sliding way. When one of the two power sources of the engine 1 and the motor 2 is selected as the driving main power, such as in a motor driving mode, an engine direct driving mode and a driving power generation mode, the ECU can automatically select the other power source to provide the steering power, namely when the engine 1 is the driving main power, the motor 2 provides the steering power, and vice versa, so that the main power is prevented from being shunted and the stability of the power is prevented from being influenced; when the parallel drive mode is selected, the ECU selects the engine 1 to provide the steering assist power. When the shifting type power-assisted steering power pack 17 shifts, under the control of the ECU, the shifting motor is started, the screw rod rotates to drive the shifting type power-assisted steering power pack 17 to move to the corresponding position of the power-assisted steering transmission wheel 14 or the power-assisted steering second power wheel 15, the electromagnetic attraction disc 16 is electrified and attracted with the corresponding engagement disc to establish a power-assisted steering transmission path, one of the engine 1 and the motor 2 drives a power-assisted steering pump, and the power-assisted steering pump further provides power-assisted steering through a downstream execution mechanism, so that the power-assisted steering operation is more labor-saving and easier. Therefore, the power distribution design that the main power and the steering power-assisted power are shared by the two power sources of the engine 1 and the motor 2 as much as possible can avoid power fluctuation and ensure that the driving is more stable and comfortable.
Claims (8)
1. A hybrid power assembly structure comprises an engine (1) and a motor (2) for a hybrid electric vehicle and is characterized by further comprising a total driving gear (3), wherein the engine (1) is connected with the total driving gear (3) through a shaft transmission mechanism, the motor (2) is connected with the total driving gear (3) through a gear transmission mechanism, the total driving gear (3) is connected with a speed reducing mechanism, a transmission path between the engine (1) and the total driving gear (3) has two working states of connection and disconnection, and the transmission path between the total driving gear (3) and the speed reducing mechanism has two working states of connection and disconnection.
2. A hybrid powertrain arrangement according to claim 1, characterised in that the shaft transmission comprises an engine output shaft connected to the engine (1) and a main drive gear drive shaft fixed to the main drive gear (3) which is in driving connection therewith.
3. The hybrid powertrain structure of claim 2, wherein a torsional vibration damper (11) is disposed between the engine output shaft and the total driving gear driving shaft, the engine output shaft is fixed to the torsional vibration damper (11), and the total driving gear driving shaft is in transmission connection with an output end of the torsional vibration damper (11).
4. A hybrid powertrain arrangement according to claim 3, characterised in that the output of the torsional vibration damper (3) is connected to the drive shaft of the main drive gear by means of a first clutch (4).
5. The hybrid powertrain arrangement of claim 1, characterized in that the gear transmission comprises a motor power gear (5), the motor power gear (5) being connected to the output of the motor (2), and the motor power gear (5) being in mesh with the main drive gear (3).
6. A hybrid powertrain arrangement according to any of claims 1 to 5, characterised in that the main drive gear (3) is connected to the reduction gear via a second clutch (6).
7. The hybrid power assembly structure according to claim 6, wherein the speed reduction mechanism comprises a primary transmission gear (7), a primary transmission speed reduction gear (8), a secondary transmission gear (9) and a main speed reduction gear (10), the primary transmission gear (7) is connected to the output end of the second clutch (6), the primary transmission speed reduction gear (8) is meshed with the primary transmission gear (7), the secondary transmission gear (9) is coaxially connected with the primary transmission speed reduction gear (8), and the main speed reduction gear (10) is meshed with the secondary transmission gear (9).
8. Method of operating a hybrid powertrain arrangement according to any of claims 1 to 7, characterized in that it comprises the following operating modes:
mode one, range extending mode: a transmission path between the engine (1) and the main driving gear (3) is connected, a transmission path between the main driving gear (3) and the speed reducing mechanism is disconnected, the engine (1) works, and the motor (2) generates electricity and supplies the electricity to a circuit system of the whole vehicle;
mode two, motor drive mode: the transmission path between the engine (1) and the main driving gear (3) is disconnected, the transmission path between the main driving gear (3) and the speed reducing mechanism is connected, the engine (1) works, the motor (2) stops, and the whole vehicle is driven to run through the speed reducing mechanism;
mode three, parking charging mode: the transmission path between the engine (1) and the main driving gear (3) is connected, the transmission path between the main driving gear (3) and the speed reducing mechanism is disconnected, the engine works (1), and the motor (2) generates electricity to charge the battery;
the mode four is that the engine directly drives the mode: the transmission path between the engine (1) and the main driving gear (3) is communicated, the transmission path between the main driving gear (3) and the speed reducing mechanism is communicated, the engine (1) works, the motor (2) stops, and the engine (1) directly drives the whole vehicle to run through the speed reducing mechanism;
and a fifth driving power generation mode: the transmission path between the engine (1) and the main driving gear (3) is communicated, the transmission path between the main driving gear (3) and the speed reducing mechanism is communicated, the engine (1) works, the motor (2) generates electricity, and meanwhile, the engine (1) directly drives the whole vehicle to run through the speed reducing mechanism;
mode six parallel drive mode: the transmission path between the engine (1) and the main driving gear (3) is communicated, the transmission path between the main driving gear (3) and the speed reducing mechanism is communicated, the engine (1) works, the motor (2) drives, and then the whole vehicle is directly driven to run through the speed reducing mechanism;
mode seven, disengaged mode: the transmission path between the engine (1) and the main driving gear (3) is disconnected, the transmission path between the main driving gear (3) and the speed reducing mechanism is disconnected, the engine (1) and the motor (2) are both stopped, and the engine (1) and the motor (2) are disconnected with the speed reducing mechanism;
mode eight braking energy recovery mode: the transmission path between the engine (1) and the main driving gear (3) is disconnected, the transmission path between the main driving gear (3) and the speed reducing mechanism is connected, the engine (1) stops, and the motor (2) generates electricity to charge the battery.
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