CN201534484U - Double-clutch motor floated coaxial parallel hybrid power system - Google Patents

Abstract

The utility model discloses a double-clutch motor floated coaxial parallel hybrid power system, which comprises an engine, a starting motor, a flywheel, a first clutch, a motor, a second clutch, a gearbox, a deceleration differential, a driving bridge, wheels, a second bearing, a first bearing, a energy storing device, a motor control device and a transmission shaft, wherein the engine is connected with a motor rotor by the flywheel, the first clutch and the transmission shaft, the motor rotor is then connected with the wheels by the second clutch, a transmission, the deceleration differential and the driving bridge, and the motor rotor is supported on a housing by the two bearing in a floating way. The double-clutch motor floated coaxial parallel hybrid power system reduces the gap between the stator and the rotor of the motor, eliminates the unfavorable influence to the engine and the motor by the vibration of the transmission system, the utility mode has a pure electric driving mode, an intelligent charging mode and a whole parallel hybrid operation mode, the system cost, the development cost and the maintenance cost are lower, and the utility model can be used for a hybrid power commercial car and a passenger car, thus leading the whole fuel consumption, emission, power performance, steerability, and the like, to be comprehensively optimal.

Description

Dual-clutch motor suspension coaxial parallel hybrid system

technical field

The utility model relates to a hybrid power system, in particular to a dual-clutch motor suspension coaxial parallel hybrid power system.

Background technique

The structural forms of automotive hybrid power systems include series, parallel and hybrid systems. The series hybrid power system cannot reduce energy consumption to a lower level due to the need for multiple energy conversions; although the hybrid power system has a huge However, the cost is high, and the system structure and control are more complicated; in contrast, the parallel hybrid system generally has low cost, so the cost performance advantage is obvious. Therefore, most of the currently industrialized hybrid electric vehicles adopt parallel system schemes. However, the existing parallel hybrid power system, such as the most representative IMA hybrid power system of Japan's Honda Motor Company, directly connects the motor rotor to the engine crankshaft flange, which not only needs to improve the engine crankshaft support and structure, etc. , and due to crankshaft vibration and other reasons, the gap between the motor stator and rotor cannot be too small, resulting in a limitation in the improvement of motor efficiency. For other parallel hybrid power systems with non-coaxial structures, the general power synthesizing mechanism is complex in structure, too large in size and high in manufacturing cost.

After searching the literature of the prior art, it is found that the Chinese patent publication number CN101468597, the publication date is 2009.07.01, and the patent name is a parallel automobile gasoline-electric hybrid power system. system, which includes an engine, a motor, and a gearbox", the main improvement is that "one end of the motor shaft is connected to the shaft of the engine through a coupling mechanism, the other end of the motor shaft is connected to the input shaft of the gearbox, and the gearbox's The output shaft is connected with the drive shaft of the wheel", wherein "the coupling mechanism is composed of a one-way clutch and a torque-limiting clutch in parallel, or a three-speed clutch with a separation gear, a torque-limiting coupling gear and a full torque coupling gear". The disadvantage of the above-mentioned patent is that only when the engine speed is close to the motor speed, the motor output shaft and the engine crankshaft can effectively transmit power, which leads to the hybrid system to quickly start the engine through the motor to reduce fuel consumption and emissions It is difficult to realize, and it is difficult to optimize the fuel saving and emission reduction of the whole vehicle.

Contents of the invention

The purpose of the utility model is to provide a dual-clutch motor suspension coaxial parallel hybrid power system, which not only has good technical inheritance with existing vehicles, but also has vehicle power, fuel economy and low emission performance, and can Realize pure electric drive and parallel hybrid drive, and realize the effective combination of low development cost and low system cost at the same time.

The technical scheme of the utility model is: a dual-clutch motor suspension coaxial parallel hybrid power system, including an engine, a first clutch, a motor, a second clutch, a gearbox, a reduction differential, a drive axle, wheels, and an energy storage device, motor control system, transmission shaft, and also includes a starter motor, a flywheel, a first bearing, and a first bearing; the output end of the crankshaft of the engine is connected to the flywheel, and then connected to the rotor of the motor through the first clutch and the transmission shaft , the rotor of the motor is connected with the input end of the second clutch, the output end of the second clutch is connected with the reduction differential through the transmission, and the reduction differential is connected with the wheels through the driving axle; the energy storage device is connected with the The motor control device is connected with the motor through a high-voltage circuit. The rotor of the motor is supported on the housing by the second bearing and the first bearing on the transmission shaft. The starter motor is connected to the output end of the crankshaft of the engine through the flywheel. connected.

The further technical solution of the utility model is: a dual-clutch motor suspension coaxial parallel hybrid power system, including an engine, a first clutch, a motor, a second clutch, a gearbox, a reduction differential, a drive axle, wheels, storage energy device, motor control system, transmission shaft, and also includes a starting motor, a flywheel, a first bearing, and a first bearing; the output end of the crankshaft of the engine is connected with the flywheel, and then connected with the rotor of the motor through the first clutch and the transmission shaft connected, the rotor of the motor is connected to the input end of the second clutch, the output end of the second clutch is connected to the reduction differential through the transmission, and the reduction differential is connected to the wheels through the drive axle; the energy storage device passes through the high-voltage circuit Connected with the motor control device, the motor control device is connected with the motor through a high-voltage circuit, the rotor of the motor is supported on the casing by the second bearing and the first bearing on the transmission shaft, and the starter motor outputs to the crankshaft of the engine through the flywheel The rotor of the motor is directly supported on the housing through the second bearing and the first bearing; the flywheel is connected with the rotor of the motor, and the motor is both the output end of the first clutch and the input end of the second clutch; the first The input end of the clutch is connected with the crankshaft of the engine through the transmission shaft.

The more detailed technical solution of the utility model is: a dual-clutch motor suspension coaxial parallel hybrid power system, including an engine, a first clutch, a motor, a second clutch, a gearbox, a reduction differential, a drive axle, wheels, Energy storage device, motor control system, drive shaft, and starter motor, flywheel, first bearing, first bearing; the crankshaft output end of the engine is connected with the flywheel, and then through the first clutch, the drive shaft and the rotor of the motor The rotor of the motor is connected with the input end of the second clutch, the output end of the second clutch is connected with the reduction differential through the transmission, and the reduction differential is connected with the wheels through the drive axle; The circuit is connected with the motor control device, and the motor control device is connected with the motor through a high-voltage circuit. The rotor of the motor is supported on the casing by the second bearing and the first bearing on the drive shaft, and the starter motor is connected to the crankshaft of the engine through the flywheel. The output ends are connected; the rotor of the motor is directly supported on the casing through the second bearing and the first bearing; the flywheel is connected with the rotor of the motor, and the motor is both the output end of the first clutch and the input end of the second clutch; The input end of a clutch is connected with the crankshaft of engine through transmission shaft; Described system also comprises air-conditioning compressor, air-conditioning compressor motor, air-conditioning compressor motor control device, air-conditioning compressor clutch, air-conditioning compressor driving device; Wherein, air-conditioning The compressor can be connected with the air conditioner compressor motor through the air conditioner compressor clutch, the air conditioner compressor is also connected with the air conditioner compressor driving device driven by the engine, and the air conditioner compressor motor control device is connected with the energy storage device through a high voltage circuit The first clutch is an automatic controllable clutch; the flywheel is a rigid rotating body; the transmission shaft is a spline shaft structure; the energy storage device includes an energy storage device management system, which is a power storage battery, or Supercapacitor, or a composite power supply device of a power battery and a supercapacitor; the motor control device is a power converter and a motor operation controller for converting direct current into alternating current or alternating current into direct current; the motor of the air conditioner compressor is an electric A dual-function motor for power generation, and the air-conditioning compressor clutch is an automatic clutch.

The utility model advantage is:

1. The utility model adopts the structural form in which the motor rotor is suspended and supported on the housing through two bearings, thereby reducing the influence of the vibration of the engine and the transmission system on the motor rotor, so that the gap between the motor rotor and the stator can be smaller, The efficiency of the motor is greatly improved; the power at the output end of the motor is transmitted to the reduction differential through the transmission, and then transmitted to the wheels through the drive axle. The speed range of the motor is small, and the efficiency of the motor's operating point and the overall efficiency of the system are further improved.

2. The air-conditioning compressor of the present utility model is driven by a hybrid power mode, and the driving mode of the air-conditioning compressor can be selected according to the operating conditions of the vehicle and the engine, which overcomes the problem that the air-conditioning compressor in the prior art can only be driven by a pure engine or purely The lack of electric drive improves the energy efficiency of driving the air conditioner compressor, and solves the air conditioner drive under pure electric drive, idle stop and other engine stop conditions; and can use the air conditioner compressor motor when the energy storage device is insufficient and the drive system is in parallel. In the driving mode, it operates in the power generation mode to provide electric energy to avoid power loss of the energy storage device, and further improves the system efficiency in combination with engine operation optimization.

3. The motor of the utility model is arranged at the front end of the gearbox, which reduces the requirement for high torque of the motor, and cancels the retarder of the existing vehicle, without additional electromechanical coupling devices, which greatly reduces the system cost and system development cost .

4. The utility model has the characteristics of high reliability and low maintenance cost. If the driving side of the clutch or its driven side is connected to the motor rotor, the high dynamic response characteristics of the motor can be used to realize the combination of small slip or no slip of the clutch, and the maximum The wear and tear of the clutch is avoided to the greatest extent, and the maintenance cost is reduced; the motor, the transmission system and the engine are connected through the clutch, and the damping effect of the clutch is used to avoid the disadvantages of the transmission system and the motor rotor to the engine, such as torsion and vibration. impact, which further improves the reliability of the system; the coaxial arrangement of the engine, motor and gearbox also avoids the vibration problem caused by the side-mounted motor in similar systems; using the dual-mode starting function of the engine, when necessary, such as motor failure, When the energy storage system fails, the high voltage circuit fails or the ambient temperature is low, and the power of the vehicle is kept uninterrupted (such as when the pure electric drive mode needs to be switched to rapid acceleration or climbing conditions), the engine can be directly started by the starter motor, which enhances the The fault tolerance of the system can avoid the low-temperature abuse of the energy storage device; the use of power generation hybrid drive and intelligent charging function to keep the energy storage device shallow charge and shallow discharge can significantly improve the reliability and life of the energy storage device and reduce the use and maintenance costs. .

5. Compared with similar products, the utility model has higher cost performance, lower requirements on the use environment, and stronger market competitiveness. The system can not only realize all the functions of the parallel hybrid system, but also has advanced functions such as engine dual-mode start, pure electric drive, hybrid drive with power generation, intelligent charging, etc., and is suitable for various road conditions and operating environments. The power performance, fuel economy and harmful emissions of the hybrid electric vehicle using this system can achieve the best comprehensive performance, which is significantly better than the series system, parallel system and existing hybrid system. According to the statistical analysis of the experiment, the fuel economy of the vehicle can reach 25%. Above, the exhaust emission can meet the national 4 or higher standards, the power performance is not lower than the existing vehicles, the driving comfort is obviously better than the existing vehicles, and the increase in the cost of the whole vehicle is lower than that of similar vehicles.

Description of drawings

Below in conjunction with accompanying drawing and embodiment the utility model is further described:

Fig. 1 is a schematic structural view of an embodiment of the utility model.

Among them: 1 is the engine; 2 is the starting motor; 3 is the flywheel; 4 is the first clutch; 5 is the motor; 6 is the second clutch; 7 is the gearbox; 8 is the reduction differential; 9 is the drive axle; 10 is Wheel; 11 is the second bearing; 12 is the first bearing; 13 is the energy storage device; 14 is the motor control device; 15 is the transmission shaft; 16 is the air conditioner compressor motor control device; 17 is the air conditioner compressor motor; 18 is the air conditioner Compressor clutch; 19 is an air-conditioning compressor; 20 is an air-conditioning compressor transmission.

Detailed ways

Embodiment: As shown in Figure 1, a dual-clutch motor suspension coaxial parallel hybrid power system includes an engine 1, a first clutch 4, a motor 5, a second clutch 6, a gearbox 7, a reduction differential 8, Drive axle 9, wheel 10, energy storage device 13, motor control system 14, power transmission shaft 15 also include starter motor 2, flywheel 3, first bearing 12, first bearing 11; 3-phase connection, and then connected with the rotor of the motor 5 through the first clutch 4 and transmission shaft 15, and the rotor of the motor 5 is connected with the input end of the second clutch 6, and the output end of the second clutch 6 is connected with the deceleration through the transmission 7 The differentials 8 are connected, and the reduction differential 8 is connected with the wheels 10 through the drive axle 9; the energy storage device 13 is connected with the motor control device 14 through a high-voltage circuit, and the motor control device 14 is connected with the motor 5 through a high-voltage circuit, The rotor of the motor 5 is suspended on the housing by the second bearing 11 and the first bearing 12 on the transmission shaft 15 , and the starter motor 2 is connected with the output end of the crankshaft of the engine 1 through the flywheel 3 .

The rotor of the motor 5 is directly supported on the housing through the second bearing 11 and the first bearing 12; the flywheel 3 is connected with the rotor of the motor 5, and the motor 5 is both the output end of the first clutch 4 and the input of the second clutch 6 end; the input end of the first clutch 4 is connected with the crankshaft of the engine 1 through the transmission shaft 15 .

Described system also comprises air-conditioning compressor 19, air-conditioning compressor motor 17, air-conditioning compressor motor control device 16, air-conditioning compressor clutch 18, air-conditioning compressor transmission 20; It is connected with the air conditioner compressor motor 17, the air conditioner compressor 19 is also connected with the air conditioner compressor transmission 20 driven by the engine, and the air conditioner compressor motor control device 16 is connected with the energy storage device 13 through a high voltage circuit.

Wherein, the engine 1 provides most of the driving power of the vehicle; the motor 5 is used to start the engine 1, and is also used to provide all or part of the power during the running of the vehicle. kinetic energy or charge the energy storage device 13; the first clutch 4 is an automatic controllable clutch, which is used to connect or cut off the mechanical connection and power transmission of the engine 1 and the motor 5; the second clutch 6 is used to connect Open or cut off the mechanical connection and power transmission between the motor 5 and the gearbox 7; the transmission shaft 15 adopts the structure of a spline shaft, which is used to realize the power transmission between the first clutch 4 and the motor 5; In necessary situations, such as motor failure, energy storage system failure, high-voltage circuit failure or low ambient temperature, in order to keep the vehicle power uninterrupted (such as pure electric drive mode needs to be converted to rapid acceleration, climbing conditions), etc., through the flywheel 3. Start the engine; the motor control device 14 is a power converter and a motor operation controller for converting direct current into alternating current or alternating current into direct current; the energy storage device 13 includes an energy storage device management system, It is a power storage battery, or a supercapacitor, or a composite power supply device of a power storage battery and a supercapacitor, which is used to provide electric energy to the motor 5, and can also be used to receive the electric energy generated and output by the motor 5; the air conditioner compressor motor 17 has dual functions of electric power generation The motor, the air conditioner compressor clutch 18 is an automatic clutch, and the air conditioner compressor transmission device 20 is driven by the engine 1 .

The working principle of the present utility model is: motor 5 carries out power transmission through second clutch 6, speed changer 7, deceleration differential 8, drive axle 9 and wheel 10; Flywheel 3, first clutch 4, transmission shaft 15 carry out power transmission; The retarder of the existing internal combustion engine vehicle is cancelled, and the shifting operation of the transmission 7 is used to adjust the operating point of the engine 1 and the motor 5; the first clutch 4 is in a disengaged state, and the motor 5 can drive the vehicle alone.

The rotor of the motor 5 is supported on the housing through the first bearing 12 and the second bearing 11. The gap between the rotor of the motor 5 and the stator does not exceed 1 mm, which improves the efficiency of the motor 5 and eliminates the possibility of the motor 5 rotor being directly connected to the crankshaft of the engine 1. The cantilever beam load of the rotor on the crankshaft of the engine 1; the engine 1 is generally started by the motor 5, but it can also be started by the starter motor 2 when the temperature is low, the motor 5, the energy storage device 13, the high-voltage circuit, etc. fail, and in order to keep the vehicle power uninterrupted. Start; the rotor of the motor 5 and the crankshaft of the engine 1 are connected through the first clutch 4, and the clutch is in a disengaged state during energy feedback and pure electric driving, so as to avoid dragging the engine 1 backwards, improve energy efficiency, and eliminate the torsional vibration of the transmission system on the engine 1 The influence of motor 5 through high-voltage circuit and motor control device 14, energy storage device 13 carries out electric energy transmission; The electric energy that motor 5 needs when running by electric mode is provided by energy storage device 13, and the electric energy that sends out when running by power generation is by energy storage The device 13 receives; the engine 1 can work in two ways of stopping and running, the motor 5 can work in three ways of stopping/idling, generating and electric, and the first clutch 4 and the second clutch 6 can work in two ways of combining and separating , can realize the operation mode of the hybrid power system such as engine dual-mode start, engine idle stop/quick start, pure electric drive, pure engine drive, parallel hybrid drive, power generation hybrid drive, regenerative braking energy feedback, and intelligent charging.

The air conditioner compressor 19 is generally driven by the engine 1 through the air conditioner compressor transmission device 20 , and may also be driven by the air conditioner compressor motor 17 through the air conditioner compressor clutch 18 , which is a kind of hybrid drive for the air conditioner compressor. The driving modes of the air conditioner compressor 19 include: pure engine driving mode, pure electric driving mode, parallel driving mode, and auxiliary charging driving mode.

Operating mode and basic control strategy of the present utility model:

(1) Engine dual mode start

The engine 1 can be started by the motor 5 through the first clutch 4 and the flywheel 3; it can also be started by the starter motor 2 under conditions of system failure, low temperature, etc. or in order to keep the power of the vehicle uninterrupted. Therefore, not only can effectively avoid the energy consumption and emission of starting the engine in a conventional manner, but also provide another starting method under the above-mentioned fault conditions; It can maintain the continuity of the driving power of the vehicle and improve the power and drivability of the vehicle.

When the first clutch 4 is in the combined state, the engine 1 can be quickly started by the motor 5. At this time, it is generally necessary to disconnect the second clutch 6 or the gearbox 7 is in a neutral position to disconnect the mechanical connection between the motor 5 and the wheels 10. power delivery. When the first clutch 4 is in the disengaged state, the engine 1 can be started by the starter motor 2, and then the no-slip or small-slip combination of the first clutch 4 can be realized by adjusting the speed of the engine 1, so as to prolong the life of the clutch and reduce the impact.

(2) Engine idle stop/quick start

During the deceleration process of the vehicle, when the vehicle is stopped due to a red light, traffic jam or other circumstances, the fuel consumption and exhaust emission of the existing internal combustion engine vehicle due to deceleration and idling operation can be reduced by cutting off the fuel of the engine 1, and the exhaust gas emission of the vehicle can be improved. Fuel economy, reduce harmful exhaust emissions. According to the control strategy of the whole vehicle, when the engine 1 needs to be started, the engine 1 can be started at any time through the above-mentioned engine dual-mode start function. , the engine 1 starts fuel injection, which avoids the fuel consumption and harmful exhaust emissions caused by the starting process of the existing engine 1, improves the fuel economy of the whole vehicle and reduces the harmful exhaust emissions.

The air conditioner compressor 19 adopts a pure electric drive mode through the air conditioner compressor motor 17 and the air conditioner compressor clutch 18 .

(3) Pure electric drive

When the vehicle is starting or running at low load or low speed, the engine 1 is in a low load condition, its thermal efficiency is low and its exhaust emission is not good. At this time, the motor 5 can provide all the torque for driving the whole vehicle to realize zero emission, and the first clutch 4 is in a disengaged state, which avoids the energy consumption of the engine 1 being dragged backwards. This mode has an important contribution to reducing emissions of city buses and avoiding wear and tear caused by frequent engagement of clutches.

The air conditioner compressor 19 adopts a pure electric drive mode through the air conditioner compressor motor 17 and the air conditioner compressor clutch 18 .

(4) Pure engine drive

After the driving torque of the vehicle reaches the set range and the vehicle speed is higher than the set value, the engine 1 works in the high-efficiency zone, which can be realized by making the first clutch 4 in the engaged state, the motor 5 idling, and the second clutch 6 in the engaged state Pure engine drive, optimize the efficiency of the engine 1 through braking feedback energy and driving power generation, and intelligently charge the energy storage device 13 to ensure that the electric energy of the energy storage device 13 is fully and efficiently used in power-assisted hybrid driving and other working conditions to improve vehicle efficiency. Moreover, the rapid loss of electric power of the energy storage device 13 can be avoided, and the service life thereof can be prolonged. When the power of the energy storage device 13 is too low or the electric drive system cannot drive the vehicle, the engine 1 can be started to enter the pure engine drive mode according to the vehicle power demand.

The air conditioner compressor 19 is generally driven by a pure engine, and the parallel drive mode, pure electric drive mode and auxiliary charging drive mode for the air conditioner compressor 19 can also be selected from the perspective of system energy efficiency optimization.

(5) Parallel hybrid drive

When a large vehicle driving torque is required or the required vehicle driving torque increases rapidly when the vehicle accelerates rapidly or climbs a slope, if the power of the energy storage device 13 is suitable for providing the required electric driving energy, after the vehicle speed is higher than the set value, then While the engine 1 is outputting power, the motor 5 can be operated in the electric mode, the first clutch 4 is in the engaged state, and the second clutch 6 is in the engaged state, so as to realize the direct coupling parallel hybrid drive mode with the output power of the engine 1, and can obtain While improving the power of the whole vehicle, the energy efficiency is optimized.

The air-conditioning compressor 19 is generally driven by a pure engine, and the air-conditioning compressor 19 can also be driven in parallel, purely electric or auxiliary charging from the perspective of system energy efficiency optimization.

(6) Power generation hybrid drive

When the remaining power of the energy storage device is small and the engine 1 still has a surplus after meeting the driving torque demand of the vehicle, the electric energy of the energy storage device 13 can be supplemented by making the motor 5 operate in generator mode, so as to improve the operating efficiency of the engine 1 , and at the same time, it is used to realize the power balance of the energy storage device 13 and meet the power requirements of the whole vehicle.

The air-conditioning compressor 19 is generally driven by a pure engine, and the air-conditioning compressor 19 can also be driven in parallel, purely electric or auxiliary charging from the perspective of system energy efficiency optimization.

(7) Regenerative braking energy feedback

During vehicle braking or deceleration, the engine 1 stops fuel and the motor 5 works as a generator, entering the regenerative braking energy feedback mode. Since the first clutch 4 is switched to or remains in the disengaged state, the energy feedback efficiency loss caused by the reverse drag of the engine 1 can be avoided. Due to the torque increasing effect of the transmission 7 and the mechanical connection with the wheels 10, regenerative braking can be performed at any time to feed back energy as required, and the feedback power is relatively large. Therefore, retarders on existing vehicles can be eliminated.

The driving of the air-conditioning compressor 19 is generally selected from the perspective of system energy efficiency optimization in parallel driving mode or pure electric driving mode for the air-conditioning compressor 19 .

(8) Smart charging

During driving, if the power of the energy storage device 13 is too low, and the engine 1 still has surplus after meeting the driving torque demand of the whole vehicle, the electric energy of the energy storage device 13 can be supplemented by making the motor 5 run in generator mode. Make the electric quantity of the energy storage device 13 exceed a set value. In the parking state, if the electric quantity of the energy storage device 13 is too low, the parking charging mode can be performed. In the parking charging mode, the second clutch 6 is in a disengaged state, and the motor 5 driven by the engine 1 works in a power generation mode to charge the energy storage device 13 . When the electric quantity of the energy storage device 13 exceeds a set value, the parking charging mode ends.

According to the remaining power of the energy storage device 13, when the air-conditioning system is enabled, the auxiliary charging driving mode of the air-conditioning compressor 19 can be used for driving and parking auxiliary charging. In the intelligent charging mode, the charging current provides a reasonable charging current to the energy storage device 13 by controlling the operating points of the engine 1 and the motor 5 according to the remaining power, health status and environmental conditions of the energy storage device 13 .

The utility model can reduce the gap between the stator and the rotor of the motor, eliminate the adverse effects of the vibration of the transmission system on the engine and the motor, and solve the drive problem of the air conditioner compressor in the parking and pure electric drive mode and the drive efficiency of the air conditioner compressor in the prior art Low problem, with pure electric drive, intelligent charging and full parallel hybrid operation mode, can be used in hybrid commercial vehicles, hybrid passenger vehicles, has the characteristics of low system cost, low development cost, low maintenance cost, etc., making the whole vehicle Fuel consumption, emissions, power performance, driving comfort, etc. have achieved comprehensive optimization.

The above are only specific examples of the utility model, and do not constitute any limitation to the protection scope of the utility model. In addition to the above-mentioned embodiments, the utility model can also have other implementations. All technical solutions formed by equivalent replacement or equivalent transformation fall within the protection scope of the utility model.

Claims (9)

1. floated coaxial parallel connection type hybrid power system of double-clutch motor, comprise driving engine (1), first clutch (4), motor (5), second clutch (6), change speed gear box (7), deceleration differential (8), drive axle (9), wheel (10), closed-center system (13), electric machine control system (14), transmission shaft (15), it is characterized in that: also comprise starter motor (2), flywheel (3), clutch shaft bearing (12), clutch shaft bearing (11); The crankshaft output end of described driving engine (1) is connected with flywheel (3), be connected with the rotor of motor (5) by first clutch (4), transmission shaft (15) again, the rotor of motor (5) is connected with the input end of second clutch (6) again, the mouth of second clutch (6) is connected with deceleration differential (8) by change-speed box (7), and deceleration differential (8) is connected with wheel (10) by drive axle (9); Closed-center system (13) is connected with motor control assembly (14) by high voltage circuit, motor control assembly (14) is connected with motor (5) by high voltage circuit, the rotor of motor (5) suspends by second bearing (11), by the clutch shaft bearing (12) on the transmission shaft (15) and is bearing on the housing, and starter motor (2) is connected by the crankshaft output end of flywheel (3) with driving engine (1).

2. the floated coaxial parallel connection type hybrid power system of double-clutch motor according to claim 1 is characterized in that: the rotor of described motor (5) directly is bearing on the housing by second bearing (11), clutch shaft bearing (12); Flywheel (3) is connected with the rotor of motor (5), and motor (5) is the mouth of first clutch (4), also is the input end of second clutch (6); The input end of first clutch (4) is connected by the bent axle of transmission shaft (15) with driving engine (1).

3. the floated coaxial parallel connection type hybrid power system of double-clutch motor according to claim 1 is characterized in that: described system also comprises air-conditioning compressor (19), air-conditioning compressor motor (17), air-conditioning compressor motor control assembly (16), air-conditioning compressor power-transfer clutch (18), air-conditioner compressor transmission device (20); Wherein, air-conditioning compressor (19) can be connected with air-conditioning compressor motor (17) by air-conditioning compressor power-transfer clutch (18), air-conditioning compressor (19) also is connected with the air-conditioner compressor transmission device (20) that is driven by described driving engine, and air-conditioning compressor motor control assembly (16) is connected with closed-center system (13) by high voltage circuit.

4. the floated coaxial parallel connection type hybrid power system of double-clutch motor according to claim 1 and 2 is characterized in that: described first clutch (4) is automatic controllable clutch.

5. the floated coaxial parallel connection type hybrid power system of double-clutch motor according to claim 1 and 2 is characterized in that: described flywheel (3) is a rigid rotating body.

6. the floated coaxial parallel connection type hybrid power system of double-clutch motor according to claim 1 and 2 is characterized in that: described transmission shaft (15) is the version of castellated shaft.

7. the floated coaxial parallel connection type hybrid power system of double-clutch motor according to claim 1 and 2, it is characterized in that: described closed-center system (13) comprises the closed-center system management system, is the composite power source device of power accumulator or super capacitor or power accumulator and super capacitor.

8. the floated coaxial parallel connection type hybrid power system of double-clutch motor according to claim 1 and 2 is characterized in that: described motor control assembly (14) is for becoming direct current interchange, maybe interchange being become straight-though supply convertor and motor operation controller.

9. the floated coaxial parallel connection type hybrid power system of double-clutch motor according to claim 3 is characterized in that: described air-conditioning compressor motor (17) is the dynamoelectric and power generation dual-function motor, and described air-conditioning compressor power-transfer clutch (18) is a self-acting clutch.

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