CN203974528U - A kind of novel electric vehicle dynamic coupling system - Google Patents

Abstract

The utility model provides a novel electric vehicle power coupling system, comprising: a generator (11); an engine (10), connected to the generator (11) through a speed-up device; a clutch (20), arranged on the engine (10) and the generator (11); the driving motor (12) is respectively connected to the clutch (20) and the differential (30) through a transmission device. In the electric vehicle power coupling system of the embodiment of the utility model, since the speed-up device is provided between the engine (10) and the generator (11), the speed can be increased from the engine (10) to the generator (11), and the power generation efficiency can be improved ; and the layout of each component is reasonable and the structure is compact, which is beneficial to assembly and saves space, and improves the utilization rate of space in the car.

Description

A new electric vehicle power coupling system

technical field

The utility model relates to the field of new energy vehicles, in particular to a novel electric vehicle power coupling system.

Background technique

With the lack of oil resources and the improvement of people's awareness of environmental protection, there is an urgent need for energy-saving and low-emission or even zero-emission green and environmentally friendly automotive products. To this end, governments around the world and major automakers are intensifying efforts to develop various types of electric vehicles. Compared with traditional internal combustion engines, electric vehicle traction motors have a wider operating range, and the characteristics of constant torque at low speed and constant power at high speed are more suitable for vehicle operation requirements. In recent years, the power drive system and its working mode for electric vehicles have become a research hotspot.

However, due to the traditional engine drive and electric motor drive involved, the structure is often more complicated, takes up a lot of space, affects the layout of other parts of the vehicle, and the power generation efficiency is not high.

Utility model content

The technical problem to be solved by the utility model is to provide a new electric vehicle power coupling system which is simple in structure, saves space and can improve power generation efficiency.

In order to solve the above technical problems, the utility model provides a new electric vehicle power coupling system, including:

dynamo;

The engine is connected to the generator through a speed increasing device;

a clutch disposed between the engine and the generator;

The driving motor is respectively connected with the clutch and the differential through a transmission device.

Wherein, the speed increasing device includes a first gear and a second gear meshing with each other, the first gear is connected with the output shaft of the engine, and the second gear is connected with the input shaft of the generator.

Wherein, the clutch includes a driving part and a driven part that cooperate with each other, and the driving part of the clutch is fixed to the output shaft of the engine.

Wherein, the transmission device includes a third gear, a fourth gear, a fifth gear, a sixth gear and a seventh gear, and the third gear is connected with the driven part of the clutch; the fourth gear is arranged on the on the output shaft of the driving motor; the third gear and the fourth gear are meshed on the fifth gear; the fifth gear is connected with the differential through the sixth gear and the seventh gear in sequence connected to the device.

Wherein, the electric vehicle power coupling system also includes:

The shock absorber is arranged between the engine and the clutch, the input end of the shock absorber is connected with the engine, the output end of the shock absorber is connected with the active part of the clutch, and the shock absorber The output end of the vibrator is also connected with the generator through the speed increasing device.

In the electric vehicle power coupling system of the embodiment of the utility model, a speed-up device is provided between the engine and the generator, so that the speed can be increased from the engine to the generator, and the power generation efficiency can be improved; and the layout of each component is reasonable, the structure is compact, and it is convenient for assembly It saves space, improves the utilization rate of the space in the car, and can automatically switch between the three working modes according to the battery SOC value and vehicle speed requirements.

Description of drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the accompanying drawings that need to be used in the description of the embodiments or the prior art. Obviously, the accompanying drawings in the following description These are only some embodiments of the utility model, and those skilled in the art can also obtain other drawings based on these drawings without creative work.

Fig. 1 is a schematic structural diagram of a new electric vehicle power coupling system according to an embodiment of the present invention.

Fig. 2 is a schematic diagram of the control flow of the new electric vehicle power coupling system according to the embodiment of the present invention.

Fig. 3 is a schematic diagram of the new electric vehicle power coupling system of the embodiment of the present invention working in pure electric mode.

Fig. 4 is a schematic diagram of the new electric vehicle power coupling system of the embodiment of the present invention working in the range-extending mode.

Fig. 5 is a schematic diagram of a new electric vehicle power coupling system working in a hybrid mode according to an embodiment of the utility model.

Detailed ways

The descriptions of the following embodiments are with reference to the accompanying drawings to illustrate the specific embodiments that the present utility model can be used to implement. The direction and position terms mentioned in the present invention, such as "up", "down", "front", "back", "left", "right", "inside", "outside", "top", " "Bottom", "side", etc., are only referring to the direction or position of the drawings. Therefore, the terms used in direction and position are used to explain and understand the utility model, rather than to limit the protection scope of the utility model.

Please refer to Figure 1, the embodiment of the utility model provides a new electric vehicle power coupling system, including:

Generator 11;

The engine 10 is connected with the generator 11 through a speed increasing device;

The clutch 20 is arranged between the engine 10 and the generator 11;

The driving motor 12 is respectively connected with the clutch 20 and the differential 30 through the transmission device.

Wherein, the speed increasing device includes a first gear 21 and a second gear 22 meshing with each other, the first gear 21 is connected with the output shaft 100 of the engine 10 , and the second gear 22 is connected with the input shaft 110 of the generator 11 . The clutch 20 includes a driving part and a driven part that cooperate with each other, and the driving part of the clutch 20 is fixed to the output shaft 100 of the engine 10 .

The transmission specifically includes gears 23-27, wherein:

The third gear 23 is connected with the driven part of the clutch 20;

The fourth gear 24 is arranged on the output shaft of the driving motor 12;

Both the third gear 23 and the fourth gear 24 are meshed on the fifth gear 25;

The fifth gear 25 is connected with the differential 30 through the sixth gear 26 and the seventh gear 27 in sequence.

In this embodiment, a speed increasing device is provided between the engine 10 and the generator 11, so that the rotation speed can be increased from the engine 10 to the generator 11, and the power generation efficiency can be improved.

In order to buffer and damp the output of the engine 10, the present embodiment also includes a shock absorber 40, which is arranged between the engine 10 and the clutch 20, the input end of the shock absorber 40 is connected with the engine 10, and the output of the shock absorber 40 The end is connected with the active part of the clutch 20, and the output end of the shock absorber 40 is also connected with the generator 11 through the speed increasing device. Specifically, the shock absorber 10 may be a torsional shock absorber or a hydraulic coupling.

The differential 30 is connected to the drive wheels 60 through the drive shaft 50 .

The electric vehicle power coupling system with the above structure has a reasonable layout of components and a compact structure, which is convenient for assembly and saves space, and improves the utilization rate of the space in the vehicle.

The power coupling system of this embodiment has a pure electric mode, an extended range mode and a hybrid drive mode, and can automatically switch between the three modes according to the battery SOC value and vehicle speed requirements. Therefore, for the control flow of the embodiment of the utility model, please refer to As shown in Figure 2, including:

Step 21, judging the magnitude relationship between the battery SOC value and the first threshold value, or simultaneously judging the magnitude relationship between the battery SOC value and the first threshold value and the magnitude relationship between the vehicle speed and the second threshold value;

Step S22, switching the working mode of the power coupling system of the electric vehicle according to the judgment result.

Specifically, as shown in FIG. 3 , when step S21 judges that the battery SOC value is higher than the first threshold, step S22 includes: controlling the engine 10 and the generator 11 to not work, disconnecting the clutch 20, and driving the power of the motor 12 through the first threshold. The four gears 24, the fifth gear 25, the sixth gear 26, and the seventh gear 27 are transmitted to the differential 30 after two-stage deceleration, and the power is transmitted to the driving wheels 60 through the differential 30. At this time, the vehicle is running in the pure electric mode. In the low-speed region, the power transmission route is shown by the arrow in Figure 3.

As shown in Figure 4, when step S21 determines that the battery SOC value is lower than the first threshold and the vehicle speed is lower than the second threshold, step S22 includes: controlling to disconnect the clutch 20, and the engine 10 is driven by the first gear 21 and the second gear 22. The generator 11 generates electricity to charge the battery or supply power to the drive motor 12, and the power of the drive motor 12 is transmitted to the differential 30 after two-stage deceleration of the fourth gear 24, the fifth gear 25, the sixth gear 26, and the seventh gear 27 , the power is transmitted to the driving wheels 60 through the differential 30, at this time, the vehicle is running in the low-speed region in the range-extending mode, and the power transmission route is shown by the arrow in FIG. 4 .

As shown in FIG. 5 , when step S21 judges that the battery SOC value is lower than the first threshold and the vehicle speed is higher than the second threshold, step S22 includes: controlling the clutch 20 to engage, and a part of the power of the engine 10 is transmitted to the first gear through the third gear 23 Five gears 25, the power of the drive motor 12 is transmitted to the fifth gear 25 through the fourth gear 24, realizing the power coupling between the engine 10 and the drive motor 12, and finally transmitted to the differential 30 through the sixth gear 26 and the seventh gear 27 The other part of the power of the engine 10 drives the generator 11 to generate electricity through the first gear 21 and the second gear 22 to charge the battery or supply power to the drive motor 12. At this time, the vehicle travels in a high-speed area in a hybrid drive mode, and the power transmission route is as shown in the figure indicated by the arrow in 5.

In the above range-extending mode, since the battery SOC value is low, the generator 11 is used as a starter motor to start the engine 10, so that the engine 10 drives the generator 11 to charge the battery; when the car needs to run at high speed, the generator 11 also It will be used as a starter motor to start the engine 10, the engine 10 outputs the drive torque, and the drive motor 12 assists the drive to enter the hybrid drive mode.

The above three modes are represented in a table as follows:

The first threshold is used to determine the level of the battery SOC value, and the second threshold is used to determine the level of the vehicle speed. This embodiment does not limit the value ranges of the first threshold and the second threshold, which can usually be set freely according to specific control strategies , under different control strategies, the values of the first threshold and the second threshold are different. After the first threshold and the second threshold are set, it is automatically judged and automatically switched among the three modes according to the judgment result.

In addition, when the car brakes, the driving motor 12 generates braking torque to brake the wheels, and at the same time, an induced current will be generated in the motor winding to charge the battery to realize the recovery of braking energy. Therefore, the control method of the present embodiment also includes:

Step S23, controlling the drive motor to generate a braking torque and generate an induced current in the winding to charge the battery during braking.

What is disclosed above is only a preferred embodiment of the utility model, and of course it cannot limit the scope of rights of the utility model. Therefore, equivalent changes made according to the claims of the utility model still fall within the scope of the utility model.

Claims (5)

1. a novel electric vehicle dynamic coupling system, is characterized in that, comprising:

Electrical generator (11);

Driving engine (10), is connected with described electrical generator (11) by speed raising apparatus;

Power-transfer clutch (20), is arranged between described driving engine (10) and described electrical generator (11);

Drive motor (12), is connected with diff (30) with described power-transfer clutch (20) respectively by driving device.

2. electric powered motor coupled system according to claim 1, it is characterized in that, described speed raising apparatus comprises intermeshing the first gear (21) and the second gear (22), described the first gear (21) is connected with the output shaft (100) of described driving engine (10), and described the second gear (22) is connected with the input shaft (110) of described electrical generator (11).

3. electric powered motor coupled system according to claim 2, it is characterized in that, described power-transfer clutch (20) comprises A end and the secondary part cooperatively interacting, and the output shaft (100) of the A end of described power-transfer clutch (20) and described driving engine (10) fixes.

4. electric powered motor coupled system according to claim 3, it is characterized in that, described driving device comprises the 3rd gear (23), the 4th gear (24), the 5th gear (25), the 6th gear (26) and the 7th gear (27), and described the 3rd gear (23) is connected with the secondary part of described power-transfer clutch (20); Described the 4th gear (24) is arranged on the output shaft of described drive motor (12); Described the 3rd gear (23) and the 4th gear (24) are all engaged on described the 5th gear (25); Described the 5th gear (25) is connected with described diff (30) with described the 7th gear (27) by described the 6th gear (26) successively.

5. according to the electric powered motor coupled system described in claim 1-4 any one, it is characterized in that, described electric powered motor coupled system also comprises:

Shock absorber (40), be arranged between described driving engine (10) and described power-transfer clutch (20), the input end of described shock absorber (40) is connected with described driving engine (10), the mouth of described shock absorber (40) is connected with the A end of described power-transfer clutch (20), and the mouth of described shock absorber (40) is also connected with described electrical generator (11) by described speed raising apparatus.