CN209921044U

CN209921044U - Hybrid electric vehicle and multi-power drive assembly thereof

Info

Publication number: CN209921044U
Application number: CN201920326448.0U
Authority: CN
Inventors: 赵芳; 王国良; 农瑶声
Original assignee: Zhuzhou Gear Co Ltd
Current assignee: Zhuzhou Gear Co Ltd
Priority date: 2019-03-14
Filing date: 2019-03-14
Publication date: 2020-01-10
Anticipated expiration: 2029-03-14

Abstract

The utility model relates to a hybrid vehicle and many power drive assembly thereof. The first power assembly comprises a driving motor, a first input shaft and an input gear, and the input gear is sleeved and fixed on the first input shaft. The second power assembly comprises an engine, a second input shaft, a transmission gear and a power on-off device. The engine is in transmission connection with one end of the second input shaft through the power on-off device. The planetary mechanism comprises a sun wheel, a gear ring, a planet carrier and a planet wheel, the sun wheel is sleeved on the second input shaft in a hollow mode and is fixedly connected with the transmission gear, the sun wheel is meshed with the inner wall of the gear ring through the planet wheel, the planet carrier is fixed on the second input shaft, two ends of the planet carrier are fixedly connected with the planet wheel, and the input gear is in transmission connection with the gear ring. The third power assembly comprises a generator, a third input shaft, a driving gear and an energy on-off device, and the generator is in transmission connection with one end of the third input shaft through the energy on-off device. The utility model provides a hybrid vehicle and many power drive assembly thereof has higher transmission efficiency.

Description

Hybrid electric vehicle and multi-power drive assembly thereof

Technical Field

The utility model relates to a hybrid vehicle technical field especially relates to a hybrid vehicle and many power drive assembly thereof.

Background

In the field of hybrid electric vehicle technology, multi-power drive assemblies have been developed from original discrete engines, generators and motors toward an integrated structure. The existing multi-power drive assembly generally adopts a plurality of clutches, a plurality of brakes and a plurality of gear pairs to realize the coupling of the torque and the rotating speed output by different power sources. However, power is transmitted through multiple clutches, multiple brakes, and multiple gear sets resulting in lower transmission efficiency.

SUMMERY OF THE UTILITY MODEL

Therefore, it is necessary to provide a hybrid vehicle with high transmission efficiency and a multi-power drive assembly thereof, aiming at the problem that the conventional multi-power drive assembly has low transmission efficiency.

A multi-power drive assembly comprising:

the first power assembly comprises a driving motor, a first input shaft and an input gear, wherein the driving motor is in transmission connection with one end of the first input shaft, and the input gear is sleeved and fixed on the first input shaft;

the second power assembly comprises an engine, a second input shaft, a transmission gear and a power on-off device, the engine is in transmission connection with one end of the second input shaft through the power on-off device, and the transmission gear is sleeved on the second input shaft in a hollow mode;

the planetary mechanism comprises a sun gear, a gear ring, a planet carrier and a planet gear, the sun gear is sleeved on the second input shaft in an empty mode and is fixedly connected with the transmission gear, the sun gear is meshed with the inner wall of the gear ring through the planet gear, the planet carrier is fixed on the second input shaft, two ends of the planet carrier are fixedly connected with the planet gear, and the input gear is in transmission connection with the gear ring;

the output shaft is arranged at one end, far away from the engine, of the second input shaft and is fixedly connected with the outer wall of the gear ring;

and the third power assembly comprises a generator, a third input shaft, a driving gear and an energy on-off device, the generator is in transmission connection with one end of the third input shaft through the energy on-off device, the driving gear is sleeved and fixed on the third input shaft, and the driving gear is meshed with the transmission gear.

In one embodiment, the central shaft assembly further comprises a central shaft assembly, the central shaft assembly comprises a central shaft, a constant mesh gear and a central shaft gear, the central shaft is parallel to and spaced from the first input shaft, the central shaft is located between the first input shaft and the second input shaft, the input gear is meshed with the central shaft gear, and the constant mesh gear is meshed with the outer wall of the gear ring.

In one embodiment, the first input shaft is integrally formed with the input gear, the center shaft is integrally formed with the center shaft gear and the constant mesh gear, the second input shaft is integrally formed with the transmission gear, and the third input shaft is integrally formed with the drive gear.

In one embodiment, the first input shaft, the second input shaft and the third input shaft are sequentially arranged in parallel and at intervals, and the output shaft and the second input shaft are coaxially arranged.

In one embodiment, the first input shaft, the second input shaft and the third input shaft are hollow shafts.

In one embodiment, the power switch and the energy switch are both hydraulic control wet brakes.

In one embodiment, the power switch is a clutch.

In one embodiment, the output shaft further comprises an output flange, and the output flange is in transmission connection with one end, far away from the second input shaft, of the output shaft.

In one embodiment, the vehicle-mounted power generation system further comprises a controller and a sensor, wherein the controller is electrically connected with the sensor, the driving motor, the engine and the generator respectively, the sensor is used for detecting the rotating speed value of the output flange, and the controller can control the driving motor, the engine and the generator to start according to the rotating speed value.

A hybrid vehicle comprising:

a drive axle; and

in the multi-power drive assembly, the drive axle is in transmission connection with one end of the output shaft far away from the second input shaft

During transmission, the power of the driving motor is transmitted to the output shaft through the first input shaft, the input gear and the planetary structure, the power of the engine is transmitted to the output shaft through the power on-off device, the second input shaft and the planetary mechanism, or the power of the engine is transmitted to the driving motor through the power on-off device, the second input shaft, the planetary mechanism, the input gear and the first input shaft, or the power of the generator is transmitted to the generator through the power on-off device, the second input shaft, the planetary mechanism, the transmission gear, the driving gear, the third input shaft and the energy on-off device, and the power of the generator is transmitted to the output shaft through the energy on-off device, the third input shaft, the driving gear, the transmission gear and the planetary mechanism. Therefore, in the process of power transmission, the power transmission of the multi-power driving assembly can be realized by only arranging one power on-off device and one energy on-off device, so that the loss and the time length in the process of power transmission can be effectively reduced, and the transmission efficiency is higher.

Drawings

Fig. 1 is a schematic structural view of a multi-power drive assembly according to an embodiment of the present invention;

fig. 2 is a schematic structural view of a multi-power drive assembly according to another embodiment of the present invention.

Detailed Description

In order to facilitate understanding of the present invention, the present invention will be described more fully hereinafter with reference to the accompanying drawings. Preferred embodiments of the present invention are shown in the drawings. The invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete.

It will be understood that when an element is referred to as being "secured to" another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "left," "right," and the like as used herein are for illustrative purposes only.

Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. The terminology used in the description of the invention herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items.

Referring to fig. 1, the present invention provides a hybrid electric vehicle and a multi-power driving assembly 100 thereof. The hybrid electric vehicle includes a drive axle and a multi-power drive assembly 100. The drive axle is in transmission connection with the multi-power drive assembly 100. Therefore, power within multi-power drive assembly 100 may be transmitted to the transaxle to drive operation of the hybrid vehicle.

Specifically, in this embodiment, the hybrid electric vehicle further includes an energy storage device, and the energy storage device is electrically connected to the multi-power driving assembly 100. The multi-power drive assembly 100 may charge the energy storage device under certain conditions.

The multi-power driving assembly 100 includes a first power assembly 110, a second power assembly 120, a planetary mechanism 130, an output shaft 140, and a third power assembly 150. Specifically, in the embodiment, the multi-power driving assembly 100 further includes a housing 190, and the first power assembly 110, the second power assembly 120, the planetary mechanism 130, the output shaft 140 and the third power assembly 150 are all mounted on the housing 190. The inside of the shell 190 is provided with lubricating liquid, and the shell 190 is provided with a liquid feeding hole, a liquid level observation hole and a liquid discharging hole to control the liquid level height of the lubricating liquid.

The first powertrain 110 includes a driving motor 111, a first input shaft 112, and an input gear 113. Specifically, the first input shaft 112 is rotatably disposed through the housing 190, the driving motor 111 is disposed outside the housing 190, and the input gear 113 is accommodated in the housing 190. The driving motor 111 is in transmission connection with one end of the first input shaft 112, and the input gear 113 is sleeved and fixed on the first input shaft 112. Accordingly, the power of the driving motor 111 may be transmitted to the input gear 113 through the first input shaft 112.

The second powertrain 120 includes an engine 121, a second input shaft 122, a transmission gear 123, and a power switch 124. Specifically, the second input shaft 122 is rotatably disposed through the housing 190, the motor 121 is disposed outside the housing 190, the transmission gear 123 is accommodated in the housing 190, and the power switch 124 is mounted on the housing 190. The engine 121 is in transmission connection with one end of the second input shaft 122 through the power switch 124, and the transmission gear 123 is sleeved on the second input shaft 122. Specifically, in this embodiment, the free sleeve means that the gear is sleeved on the shaft and can rotate relative to the shaft. The power switch 124 is used to transmit or disconnect power between the engine 121 and the second input shaft 122.

The planetary mechanism 130 is housed in the housing 190. The planetary mechanism 130 includes a sun gear 131, a ring gear 132, a carrier 133, and planet gears 134. The sun gear 131 is sleeved on the second input shaft 122 and is fixedly connected with the transmission gear 123. The sun gear 131 is engaged with the inner wall of the ring gear 132 through the planet gears 134, the planet carrier 133 is fixed on the second input shaft 122, and both ends of the planet carrier are fixedly connected with the planet gears 134, and the input gear 113 is in transmission connection with the ring gear 132.

Specifically, the ring gear 132 is provided with internal teeth and external teeth. The number of the planet wheels 134 is two, the sun wheel 131 is engaged with the internal teeth of the gear ring 132 through the planet wheels 134, and two ends of the planet carrier 133 are respectively fixedly connected with the middle part of one planet wheel 134. When the engine 121 works, power can be transmitted to the ring gear 132 through the power switch 124, the second input shaft 122, the planet carrier 133 and the planet gear 134; since the sun gear 131 is fixedly connected to the transmission gear 123, the power of the engine 121 can be transmitted to the transmission gear 123 through the power switch 124, the second input shaft 122, the planetary gear 134, and the sun gear 131.

Furthermore, the input gear 113 is in driving connection with the ring gear 132. Therefore, the power of the drive motor 111 can be transmitted to the ring gear 132 through the input gear 113.

Therefore, the engine 121 and the driving motor 111 are in transmission connection, and power can be gathered on the ring gear 132 and output.

The output shaft 140 is inserted through the housing 190. The output shaft 140 is disposed at one end of the second input shaft 122 away from the engine 121, and is fixedly connected to an outer wall of the ring gear 132. Therefore, the power of the engine 121 and/or the drive motor 111 accumulated on the ring gear 132 can be output through the output shaft 140. In the hybrid vehicle, the transaxle is drivingly connected to an end of the output shaft 140 remote from the second input shaft 122 to output power of the engine 121 and/or the drive motor 111 to the transaxle.

The third powertrain 150 includes a generator 151, a third input shaft 152, a drive gear 153, and an energy switch 154. Specifically, the generator 151 is located outside the housing 190, the third input shaft 152 is inserted into the housing 190, the drive gear 153 is housed in the housing 190, and the energy switch 154 is mounted to the housing 190. In the present embodiment, the housing of the generator 151, the housing of the driving motor 111, the housing of the engine 121, and the housing 190 are integrally formed, so that the multi-power driving assembly 100 can be highly integrated and has a compact structure.

The generator 151 is drivingly connected to one end of the third input shaft 152 via the power switch 154. The driving gear 153 is sleeved on and fixed to the third input shaft 152, and the driving gear 153 is engaged with the transmission gear 123.

The power of the generator 151 may pass through the power switch 154, the third input shaft 152, the drive gear 153, the transmission gear 123, the sun gear 131, the planet gears 134, the ring gear 132, and be output from the output shaft 140.

Therefore, the rotational speeds and torques output from the multi-power drive assembly 100 can be effectively increased by coupling the rotational speeds and torques of the drive motor 111, the engine 121, and the generator 151 using the differential performance of the planetary mechanism 130. Therefore, in the present embodiment, the rotation speed and torque requirements of the entire vehicle can be satisfied by selecting the driving motor 111 and the engine 121 with smaller torque. The use of the driving motor 111 and the engine 121 with smaller torque also enables the cost of the entire vehicle to be reduced and the weight to be lighter. In addition, in the present embodiment, the first power train 110, the second power train 120, the planetary mechanism 130, the output shaft 140 and the third power train 150 are independent from each other, so that the multi-power driving train 100 is convenient to assemble and disassemble. Moreover, the whole multi-power driving assembly 100 has high integration level and compact structure, reduces the whole space size and the whole quality, is easy to industrialize and has strong practicability.

Specifically, in the embodiment, the driving motor 111 and the generator 151 are all integrated motors that can provide power to the outside and generate electricity. The driving motor 111 and the generator 151 are electrically connected to the energy storage device. When the hybrid vehicle is in a braking or rapid deceleration state, the driving motor 111 and/or the generator 151 can generate power in a reverse rotation manner to store energy for the energy storage device. Specifically, the generator 151 and the driving motor 111 may store energy at the same time, or only one of them may be reversely rotated to generate power.

In the hybrid vehicle, the driving motor 111 has four operation states of electric, regenerative braking, charging, and stopping. The engine 121 has two operating states, running and off. The generator 151 has four operating states of motoring or assisted motoring, regenerative braking, charging, and stopping.

Specifically, because the driving motor 111, the engine 121 and the generator 151 all have a plurality of different operating states, when the driving motor 111, the engine 121 and the generator 151 are used in cooperation, the multi-power driving assembly 100 can have an electric driving mode, an engine 121 independent driving mode, an oil-electric parallel coupling driving mode, a multi-power parallel driving mode, a braking power generation mode, a driving power generation mode, a parking power generation mode and a pure electric reverse mode, so that the hybrid electric vehicle can adapt to requirements of different working conditions.

In the present embodiment, the power of the driving motor 111 can be transmitted to the output shaft 140 through the first input shaft 112, the input gear 113, and the ring gear 132; the power of the engine 121 can be transmitted to the output shaft 140 through the power switch 124, the second input shaft 122, the planet carrier 133, the planet gear 134 and the ring gear 132; alternatively, the power of the engine 121 may be transmitted to the driving motor 111 through the power switch 124, the second input shaft 122, the carrier 133, the planetary gear 134, the ring gear 132, the input gear 113, and the first input shaft 112; alternatively, the power of the engine 121 may be transmitted to the generator 151 through the power switch 124, the second input shaft 122, the carrier 133, the planetary gear 134, the sun gear 131, the transmission gear 123, the drive gear 153, and the third input shaft 152; the power of the generator 151 can be transmitted to the output shaft 140 through the power switch 154, the third input shaft 152, the drive gear 153, the transmission gear 123, the sun gear 131, the planet gear 134, and the ring gear 132. Therefore, in the process of power transmission, the power transmission of the multi-power driving assembly 100 can be realized by only arranging one power on-off device 124 and one energy on-off device 154, so that the loss and the time duration in the process of power transmission can be effectively reduced, and the transmission efficiency and the working reliability are higher.

Moreover, the multi-power driving assembly 100 can also realize stepless speed change through the driving motor 111 and the generator 151, and has a simple structure, thereby being convenient for reducing the production cost. The hybrid vehicle equipped with the multi-power drive assembly 100 is not limited by the range.

In addition, a plurality of power assemblies are arranged, and each power assembly comprises a power source corresponding to each power assembly. Therefore, when the power source in one power assembly fails, the power sources in the other power assemblies can still drive the hybrid electric vehicle to run, and therefore the working reliability of the hybrid electric vehicle can be increased. In addition, the power transmission processes among the power assemblies are not interfered with each other, and the reliability of the hybrid electric vehicle can be further improved.

In this embodiment, the multi-power drive assembly 100 further includes a central shaft assembly 160. The central shaft assembly 160 includes a central shaft 161, a constant mesh gear 162, and a central shaft gear 163. The central shaft 161 is parallel to and spaced apart from the first input shaft 112, the central shaft 161 is located between the first input shaft 112 and the second input shaft 122, the input gear 113 is engaged with the central shaft gear 163, and the constant mesh gear 162 is engaged with the outer wall of the ring gear 132.

By providing the central shaft assembly 160, the rotation speed ratio of the multi-power drive assembly 100 can be effectively increased, and therefore, even if the driving motor 111 with a smaller rotation speed is provided, the driving motor 111 can output to the ring gear 132 with a larger rotation speed under the action of the central shaft assembly 160, so that the multi-power drive assembly 100 has a larger output rotation speed.

In the present embodiment, the first input shaft 112 is integrally formed with the input gear 113, the center shaft 161 is integrally formed with the center shaft gear 163 and the constant mesh gear 162, the second input shaft 122 is integrally formed with the transmission gear 123, and the third input shaft 152 is integrally formed with the drive gear 153.

Therefore, the first input shaft 112 and the input gear 113, the central shaft 161 and the central shaft gear 163 and the constant mesh gear 162, the second input shaft 122 and the transmission gear 123, and the third input shaft 152 and the driving gear 153 are simply arranged, so that the production cost is reduced. Moreover, the way of integrally forming the shaft and the gear also enables the transmission of the multi-power driving assembly 100 to be stable, the working reliability to be strong, and the transmission efficiency to be high.

In the present embodiment, the first input shaft 112, the second input shaft 122 and the third input shaft 152 are sequentially disposed in parallel and at intervals, and the output shaft 140 is disposed coaxially with the second input shaft 122.

Therefore, the multi-power driving assembly 100 has a smaller axial space, so that the multi-power driving assembly 100 has a compact structure, and the multi-power driving assembly 100 is convenient to realize miniaturization. In addition, the first input shaft 112, the second input shaft 122 and the third input shaft 152 are disposed in parallel and at intervals, and positions at two ends of the shafts can be idle, so that a power source corresponding to the shafts can be conveniently disposed at one end of the shafts. Therefore, under the arrangement, the whole multi-power drive assembly 100 has higher integration and is convenient to assemble and disassemble.

The output shaft 140 is coaxially arranged with the second input shaft 122, and the output shaft 140 can be in transmission connection with the second input shaft 122 by adopting a simple connection mode, so that the installation efficiency of the output shaft 140 can be improved.

In the present embodiment, the first input shaft 112, the second input shaft 122, the third input shaft 152, the output shaft 140 and the central shaft 161 are all mounted on the housing 190 through rolling support bearings, so that the transmission efficiency of the first input shaft 112, the second input shaft 122, the third input shaft 152, the central shaft 161 and the output shaft 140 is high.

In the present embodiment, the first input shaft 112, the second input shaft 122 and the third input shaft 152 are hollow shafts.

Hollow shafts can transmit large torques. Therefore, by providing the first input shaft 112, the second input shaft 122 and the third input shaft 152 as hollow shafts, the power of the driving motor 111, the engine 121 and the generator 151 can be transmitted to the output shaft 140 after torque boost, so that the hybrid vehicle can adapt to different working conditions such as climbing, suspension and acceleration.

In the present embodiment, the power switch 124 and the energy switch 154 are both hydraulic-controlled wet brakes.

Specifically, when the power switch 124 is a hydraulic control wet brake, the power switch 124 is engaged to lock the carrier 133, and at this time, the engine 121 is not operated and the planetary mechanism 130 has the first fixed speed ratio. The first fixed speed ratio is the number of inner teeth turns/number of sun gear teeth. The range of the first fixed speed ratio is preferably 2 to 6. The drive motor 111 and the generator 151 are each transmitted to the ring gear 132 at a first fixed speed ratio. The power switch 124 also controls the power of the engine 121. When the power switch 124 is engaged, the power of the engine 121 is cut off; when the power on-off switch 124 is disengaged, the power of the engine 121 may be input to an input shaft corresponding to the power source through the power on-off switch 124.

When the energy on-off 154 is a pilot-operated wet brake, the energy on-off 154 is engaged and may be used to lock the sun gear 131 such that the planetary mechanism 130 has a second fixed speed ratio. The engine 121 and the drive motor 111, respectively, may be transmitted to the ring gear 132 at a second fixed speed ratio. The energy switch 154 also controls the power of the generator 151. When the energy switch 154 is engaged, the power of the generator 151 is cut off; when the energy on-off device 154 is separated, the power of the generator 151 may be input to an input shaft corresponding to the power source through the energy on-off device 154.

When the energy on-off device 154 and the power on-off device 124 are separated, the driving motor 111, the engine 121 and the generator 151 enter a three-power-source rotating speed and torque coupling mode, the planetary mechanism 130 has no fixed speed ratio, and the multi-power driving assembly 100 can realize stepless speed change and can meet the requirements of various working conditions.

By providing the power on-off device 124 and the energy on-off device 154 as hydraulic wet brakes, the hydraulic wet brakes have the characteristics of small impact and smooth operation, so that the impact on the power source is small when the hydraulic wet brakes are switched between states, and the stability of the whole multi-power driving assembly 100 can be maintained.

Referring to fig. 2, it should be noted that, in other embodiments, the power on/off device 124 may be a hydraulic-control wet brake, or may be another device capable of switching on/off power, for example, in another embodiment, the power on/off device 124 is a clutch.

The clutch has the characteristics of smooth engagement, quick separation and thoroughness. When the clutch is disengaged, the power of the engine 121 is cut off. If the clutch is engaged, power of the engine 121 can be transmitted to the second input shaft 122. Moreover, the clutch is small in size and mass, thereby facilitating miniaturization of the multi-power drive assembly 100.

In the present embodiment, the clutch is used only for switching or communicating the power between the engine 121 and the second input shaft 122, and is not used for locking the carrier 133.

In this embodiment, the multi-power drive assembly 100 further includes an output flange 170. The output flange 170 is drivingly connected to an end of the output shaft 140 remote from the second input shaft 122.

Specifically, the output shaft 140 may be coupled to the drive axle via an output flange 170. Through the arrangement of the output flange 170, the output shaft 140 and the drive axle are convenient to disassemble and good in installation strength.

In this embodiment, the multi-power drive assembly 100 further includes a controller and sensor 180. The controller is electrically connected to the sensor 180, the drive motor 111, the engine 121, and the generator 151, respectively. The sensor 180 is used for detecting the rotation speed value of the output flange 170, and the controller can control the driving motor 111, the engine 121 and the generator 151 to start according to the rotation speed value.

Specifically, the controller is also electrically connected to the power on-off 124 and the energy on-off 154. The sensor 180 is fixed to the housing 190 and is configured to detect a rotational speed of the output flange 170 and feed the rotational speed back to the controller. The controller can control one or two or three of the driving motor 111, the engine 121 and the generator 151 to start according to the rotation speed value, and simultaneously drive the power on-off device 124 and/or the energy on-off device 154 to work so as to realize the on-off of the power of the engine 121 and the generator 151. By controlling the operation of the driving motor 111, the engine 121, the generator 151, the power switch 124 and the energy switch 154, the output of the rotation speed and the torque of the output shaft 140 can be realized, and the rotation speed of the output shaft 140 can meet the actual requirement. Specifically, in the present embodiment, the sum is performed together with both or one of the two. And/or both may be performed simultaneously or one of the two may be performed.

Specifically, the controller can control the driving motor 111, the engine 121 and the generator 151 to switch among different working modes according to different working condition requirements, so that each power source is in a high-efficiency operating area, and the dynamic property and the fuel economy of the whole vehicle can be improved.

The following describes the operation modes of the multi-power drive assembly 100 by taking the energy switch 154 and the power switch 124 as examples of hydraulic-controlled wet brakes.

1. An electric drive mode:

specifically, the electric drive modes include a drive motor 111 independent drive mode, a dual electric torque coupling drive mode, and a generator 151 independent drive mode.

When the hybrid vehicle requires less power, the engine 121 and the generator 151 are not started, the power switch 124 is engaged, and the energy switch 154 is disengaged. At this time, the whole multi-power drive assembly 100 is in the independent drive mode of the driving motor 111 only by the low-speed starting of the driving motor 111 in the gear.

Alternatively, the hybrid vehicle may be driven by the generator 151 independently at a low rotation speed, in which case the engine 121 and the driving motor 111 are not started, the power switch 124 is connected, the energy switch 154 is disconnected, and the entire multi-power drive assembly 100 is in the dual electric torque coupling driving mode.

When the hybrid vehicle requires a large amount of power, the engine 121 is not started, the controller controls the power on/off device 124 to be engaged, the power on/off device 154 is disengaged, and the generator 151 and the driving motor 111 are started to output the power from the ring gear 132 to the output shaft 140. At this time, the multi-power drive assembly 100 is in the dual electric torque coupling drive mode, and the multi-power drive assembly 100 drives the hybrid vehicle to run by large torque under the condition of medium speed.

2. Engine 121 independent drive mode:

when the hybrid vehicle requires a high speed version, the power switch 124 is disengaged and the energy switch 154 is engaged. At this time, the driving motor 111 and the generator 151 are not started, and the engine 121 is located in the high-speed and high-efficiency region, so that the rotation speed of the hybrid vehicle can be further increased. The hybrid electric vehicle in the mode has the advantages of low fuel consumption and low emission.

3. Oil-electric parallel coupling drive mode:

the oil-electricity parallel coupling driving mode comprises an oil-electricity torque coupling driving mode and an oil-electricity torque coupling accelerating mode.

When the multi-power drive assembly 100 is in the electric drive mode of medium and low speed, if the electric quantity of the drive motor 111 is not enough to drive the hybrid electric vehicle or the power is not enough to surmount obstacles and climb a slope, the controller controls the power on-off device 124 to be separated and the energy on-off device 154 to be combined. The engine 121 is connected in parallel with the drive motor 111 to drive the hybrid vehicle with a larger torque. At this time, the multi-power drive assembly 100 is in the oil-electric torque coupling drive mode.

When the energy switch 154 is disengaged, the generator 151 may also participate in cooperation with the engine 121 to further increase the driving speed of the hybrid vehicle. At this time, the driving motor 111 is stopped, and the multi-power drive assembly 100 is in the oil-electric rotational speed coupling acceleration mode.

4. The multi-power series-parallel rotating speed and torque coupling driving mode comprises the following steps:

when the multi-power drive assembly 100 needs the maximum torque to start or climb a slope for acceleration, the power switch 124 and the energy switch 154 are both separated, the engine 121, the driving motor 111 and the generator 151 participate together, and the multi-power drive assembly 100 can output the maximum driving torque through the coupling of the planetary mechanism 130. In this mode, the maximum power performance and acceleration performance of the hybrid electric vehicle are embodied.

5. Braking and power generation modes:

the braking power generation mode includes a driving motor 111 braking power generation mode, a two-motor braking power generation mode, and a generator 151 braking power generation mode. In the hybrid vehicle, the generator 151 and the drive motor 111 are also electrically connected to the energy storage device. When the hybrid electric vehicle needs braking or rapid deceleration, the whole multi-power drive assembly 100 is in a braking power generation mode. In the brake power generation mode, the engine 121 stops outputting power to the output shaft 140. The power switch 124 may be engaged or disengaged and the engine 121 may be started or stopped.

When the multi-power drive assembly 100 is in the braking power generation mode of the drive motor 111, the generator 151 stops, the energy transmission device is separated, and the controller controls the drive motor 111 to reversely rotate to generate power and store the power in the energy storage device.

When the multi-power driving assembly 100 is in the dual-motor braking power generation mode, the energy switch 154 can be connected or disconnected, and the generator 151 and the driving motor 111 both generate power in reverse rotation and store the power in the energy storage device.

When the multi-power drive assembly 100 is in the braking and power generation mode of the generator 151, the energy on-off device 154 is disconnected, the driving motor 111 is stopped, and the generator 151 reversely generates power and stores the power in the energy storage device.

6. The driving power generation mode is as follows:

in a hybrid vehicle, the controller is also electrically connected to the energy storage device. When the controller detects that the electric quantity of the energy storage device is less than the set value, in the high-speed single-drive mode of the engine 121, the power switch 124 is disconnected, the energy switch 154 is connected, and part of the power of the engine 121 can be transmitted to the driving motor 111 and continuously charged until the capacity of the storage battery reaches the required level. In this mode, the drive motor 111 is generally not operated.

7. A parking power generation mode:

the parking power generation mode includes a driving motor 111 parking power generation mode and a two-motor combined parking power generation mode.

When the hybrid electric vehicle is at a standstill, if the controller detects that the capacity of the energy storage device is smaller than a set value, the controller controls the engine 121 to start, the power of the engine 121 is transmitted to the driving motor 111, and the driving motor 111 reversely rotates to generate power. At this time, the power switch 124 is disconnected, the energy switch 154 is connected, the generator 151 is not started, and the entire multi-power drive assembly 100 is in the stop power generation mode of the driving motor 111.

When the power switch 124 and the energy switch 154 are both turned off, the engine 121 drives the generator 151 and the driving motor 111 to generate power in reverse. At this time, the entire multi-power drive assembly 100 is in the dual-motor combined parking power generation mode. This mode can effectively improve the power generation efficiency of the generator 151.

8. Pure electric back mode:

the pure electric reverse mode comprises the drive of the drive motor 111 for reverse and the double-motor combined drive for reverse.

When the hybrid electric vehicle is reversed, the engine 121 is stopped, the power on-off device 124 is engaged, the energy on-off device 154 is disengaged, and the controller controls the driving motor 111 to rotate reversely to realize the reverse. At this time, the driving motor 111 is not started, and the multi-power driving assembly 100 is in the reverse driving mode driven by the driving motor 111.

When the driving force is insufficient, the generator 151 and the driving motor 111 participate together, the energy on-off device 154 is separated, the power on-off device 124 is combined, the controller controls the driving motor 111 and the generator 151 to rotate reversely, torque coupling is achieved, and the multi-power driving assembly 100 can reverse with larger torque.

Under the pure electric mode of backing a car, can eliminate the oil consumption and the emission when backing a car for hybrid vehicle is more environmental protection.

The summary table of the multi-power driving assembly 100 in various working modes is as follows.

In the hybrid vehicle and the multi-power driving assembly 100 thereof, when the power is transmitted, the power of the driving motor 111 is transmitted to the output shaft 140 through the first input shaft 112, the input gear 113 and the planetary structure, the power of the engine 121 is transmitted to the output shaft 140 through the power on-off device 124, the second input shaft 122 and the planetary structure 130, or the power of the engine 121 is transmitted to the driving motor 111 through the power on-off device 124, the second input shaft 122, the planetary structure 130, the input gear 113 and the first input shaft 112, or the power of the generator 151 is transmitted to the generator 151 through the power on-off device 124, the second input shaft 122, the planetary structure 130, the transmission gear 123, the driving gear 153, the third input shaft 152 and the energy on-off device 154, and the power of the generator 151 is transmitted to the output shaft 140 through the energy on-off device 154, the third input shaft 152. Therefore, in the process of power transmission, the power transmission of the multi-power driving assembly 100 can be realized by only arranging one power on-off device 124 and one energy on-off device 154, so that the loss and the time duration in the process of power transmission can be effectively reduced, and the transmission efficiency is higher.

The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.

The above-mentioned embodiments only represent some embodiments of the present invention, and the description thereof is specific and detailed, but not to be construed as limiting the scope of the present invention. It should be noted that, for those skilled in the art, without departing from the spirit of the present invention, several variations and modifications can be made, which are within the scope of the present invention. Therefore, the protection scope of the present invention should be subject to the appended claims.

Claims

1. A multi-power drive assembly, comprising:

2. The multi-power drive assembly according to claim 1, further comprising a center shaft assembly, said center shaft assembly comprising a center shaft, a constant mesh gear and a center shaft gear, said center shaft being disposed parallel to and spaced from said first input shaft, said center shaft being disposed between said first input shaft and said second input shaft, said input gear being in mesh with said center shaft gear, said constant mesh gear being in mesh with an outer wall of said ring gear.

3. The multi-power drive assembly of claim 2, wherein the first input shaft is integrally formed with the input gear, the center shaft is integrally formed with the center shaft gear and the constant mesh gear, the second input shaft is integrally formed with the drive gear, and the third input shaft is integrally formed with the drive gear.

4. The multi-power drive assembly according to claim 1, wherein the first input shaft, the second input shaft and the third input shaft are arranged in parallel and spaced apart in sequence, and the output shaft is arranged coaxially with the second input shaft.

5. The multi-power drive assembly according to claim 1, wherein the first, second and third input shafts are hollow shafts.

6. The multi-power drive assembly of claim 1, wherein the power switch and the energy switch are both hydraulically-controlled wet brakes.

7. The multi-power drive assembly according to claim 1, wherein the power switch is a clutch.

8. The multi-power drive assembly of claim 1, further comprising an output flange drivingly connected to an end of the output shaft remote from the second input shaft.

9. The multi-power drive assembly according to claim 8, further comprising a controller and a sensor, wherein the controller is electrically connected to the sensor, the driving motor, the engine and the generator respectively, the sensor is used for detecting a rotation speed value of the output flange, and the controller can control the driving motor, the engine and the generator to start according to the rotation speed value.

10. A hybrid vehicle, characterized by comprising:

a drive axle; and

a multi-power drive assembly according to any one of claims 1 to 9, wherein the drive axle is drivingly connected to the end of the output shaft remote from the second input shaft.