TWI466789B - Power system of hybrid electric vehicle - Google Patents

Description

Power system of hybrid electric vehicle

The present invention relates to a hybrid system for a vehicle, and more particularly to a power system that combines engine power and power motor power to drive the vehicle.

In recent years, with the rise of the world's environmental awareness and the impact of the energy crisis, the world's advanced countries have invested large sums of money and manpower to develop vehicles with low pollution, low fuel consumption and high efficiency.

Taking the emerging electric vehicle as an example, it uses electric energy as its driving energy source, and has no exhaust gas emission and pollution, and thus is considered to be the best transportation vehicle. However, electric vehicles have the disadvantages of low endurance, inconvenient charging, and high cost. In order to capture the advantages of electric vehicles and gasoline vehicles, in recent years, there has been a hybrid electric vehicle with gasoline engine and electric motor in the market.

The above-mentioned hybrid electric vehicle can be referred to the patent case of "Power Switching Device for Hybrid Electric Vehicles" of Taiwan Publication No. I295642, as shown in Fig. 1, which discloses a hybrid system of the engine P10 and the electric motor P20, and has no segment The belt P31 and the starter motor P40 of the transmission P30 are on both sides of the crankshaft P11 of the engine P10, and the variable wheel P32 of the stepless transmission P30 is located between the fixed wheel P33 and the crankshaft P11, which affects the heat dissipation relatively, and Due to the difficulty in setting up the installation, this type of installation is applied to today's all-terrain All Terrain Vehicle (ATV) or Utility Vehicle (UV), for the producer or consumer. They are not ideal, so there is a need for improvement.

In view of the above problems, an object of the present invention is to provide a heat transfer device such as a pulley width adjusting mechanism, a starter and a power generating device, and a power motor of a stepless transmission in an easily dissipated portion, and the belt is positioned in a pulley groove width adjusting mechanism. One of the power systems between the engine and the crankshaft.

To achieve the above object, the present invention includes an engine, a stepless transmission, a starting and power generating device, a power motor, a power switching control system, and a battery. The engine has a crankshaft, and the stepless transmission has a pulley groove width adjusting mechanism, a driving shaft, a driven shaft and a belt connecting the driving shaft and the driven shaft, and a pulley groove width adjusting mechanism is connected to the movable pulley of the driving shaft to control the belt hanging In the diameter of the drive shaft, the start-up and power generating device has a rotating shaft for outputting mechanical energy for starting the engine or inputting mechanical energy for power generation. The power motor provides a second power source and is coupled to the stepless transmission, the power switching control system is telecommunications coupled to the engine and the power motor to coordinate a timing of operation of the first power source or the second power source, the battery Coupling the starting and power generating device, the pulley groove width adjusting mechanism, the power motor and the power switching control system, wherein the crankshaft is connected to the driving shaft, and the rotating shaft of the starting and power generating device is connected to the driving shaft to form a crankshaft The drive shaft and the rotating shaft are in the same axis state, and the belt is located between the pulley groove width adjusting mechanism and the engine crankshaft. The same side of the stepless transmission is provided with a pulley groove width adjusting mechanism, a starting and power generating device and a power motor. .

According to the above, the present invention places the power motor and the starting and power generating device on the outer side of the vehicle body, that is, as far as possible from the heat source of the engine, and thus is more susceptible to heat flow by the gas flow, and the arrangement can give the advantage of easier maintenance replacement. In addition, due to the arrangement of the design configuration, the configuration of the fan can be reduced or even unnecessary, the fan configuration can be saved and additional space can be added, thereby reducing the cost of production, benefiting the manufacturer and the consumer.

The embodiments of the present invention are described in detail below with reference to the accompanying drawings. Therefore, only elements or steps related to the present invention are indicated in the drawings, and the elements or steps shown are not drawn in the number, shape, size ratio, etc. at the time of implementation, and the actual size of the actual implementation is a Selective design, and its component layout form or number of steps may be more complicated.

Referring to FIG. 2, FIG. 3 and FIG. 4, it is a plan sectional view, a system architecture diagram and a configuration diagram of an embodiment of a power system of a hybrid electric vehicle according to the present invention. The power system of the hybrid electric vehicle of the present embodiment can be assembled on a four-wheeled vehicle such as an all-terrain four-wheeled off-road vehicle (ATV) or a utility vehicle (UV) (not shown), which includes It includes an engine 10, a stepless transmission 20, a starting and power generating device 30, a power motor 40, a power switching control system 70, and a battery 80.

The engine 10 provides a first source of power having a crankshaft 11 that outputs power. The stepless transmission 20 has a pulley groove width adjusting mechanism 21, a drive shaft 22, a driven shaft 23 and a belt 24. The drive shaft 22 is connected to the crankshaft 11 to form the same axis, and the belt 24 connects the drive shaft 22 and the driven shaft. 23, the pulley groove width adjusting mechanism 21 is connected to a movable pulley 211, and the belt 24 is located between the pulley groove width adjusting mechanism 21 and the crankshaft 11 of the engine 10. When the pulley groove width adjustment mechanism 21 is an Electronic Continuous Variable Transmission (ECVT), a motor 213 linearly adjusts an opening degree between the movable pulley 211 and the fixed pulley 212 to control the belt 24 to be wound around the drive. The diameter of the shaft 22 is variable and has a shifting effect.

The starting and power generating device 30 has a rotating shaft 31 connected to the driving shaft to form a state in which the crankshaft 11, the driving shaft 22 and the rotating shaft 31 are in the same axis, and the starting and power generating device 30 has a starting engine mode and In the power generation refill mode, when in the start mode, the rotary shaft 31 can be applied to output mechanical energy for starting the engine 10. When in the power generation refill mode, the rotary shaft 31 can be applied to input mechanical energy for power generation. Further, the engine mode is started when the engine 10 is in the flameout state, the drive shaft 22 is driven by the rotating shaft 31, and the crankshaft 11 of the engine 10 is driven to rotate by the drive shaft 22 to start the engine 10 and after the engine 10 is running. The power is generated by the driving of the crankshaft in the power generation recharging mode, and the charging force is returned to the battery 80.

The power motor 40 provides a second power source and is coupled to the stepless transmission 20 to output power to the stepless transmission 20.

The power switching control system 70 is telecommunications coupled to the engine 10 and the power motor 40 to coordinate the operating timing of the engine (ie, the first power source) or the power motor 40 (ie, the second power source), for example, the first power source alone Drive or drive separately with a second power source.

The battery 80 is coupled to the starter-generator unit 30, the pulley groove width adjustment mechanism 21, the power motor 40, and the power switching control system 70 to provide the power required.

In the above embodiment, the pulley groove width adjusting mechanism 21, the stepless transmission 20, and the power motor 40 are located on the same side of the belt 24 and on the side different from the engine 10, that is, the pulley groove width adjusting mechanism 21, The starting and power generating device 30 and the power motor 40 are disposed on the same side of the stepless transmission 20, which will cause the pulley groove width adjusting mechanism 21, the stepless transmission 20, and the power motor 40 to be located close to the outside of the vehicle body. It helps to dissipate heat and is easy to maintain.

In the above embodiment, the power motor 40 is coupled to the driven shaft 23 of the stepless transmission 20 by a one-way clutch 41, so that the power provided by the power motor 40 can be transmitted only to the driven shaft 23 in one direction, and the one-way clutch 41 is an applicable shaft connection method, a gear set method or a belt set method, and the power motor 40 and the driven shaft 23 are connected, and the one-way clutch 41 of the present invention is equivalent to a unidirectional element, and the power supply motor 40 is simply connected. The use of the section transmission 20 does not recombine other mechanisms or devices.

The driven shaft 23 of the stepless transmission 20 is further connected to a speed reducing mechanism 50, which is connected to a wheel axle 60. The power of the driven shaft 23 is transmitted to the wheel axle 60 via the speed reducing mechanism 50, and the speed reducing mechanism 50 includes a hand shifting Fork high and low gears to adjust a reduction ratio.

FIG. 5 is a schematic diagram showing the operation of the first power source of the power system of the hybrid electric vehicle of the present invention. Further, when the power switching control system 70 is switched to provide power to the engine (ie, the first power source), its power is output by the engine 10 crankshaft 11 via the stepless transmission 20 (the transmission path is: the drive shaft) 22. The belt 24, the driven shaft 23), and the speed reduction mechanism 50 are transmitted to the wheel axle 60. It is worth mentioning that when the speed reduction mechanism 50 transmits the power of the engine 10 to the wheel axle 60, it will also be reversely transmitted to the direction of the power motor 40, but due to the one-way clutch 41 between the speed reduction mechanism 50 and the power motor 40. Under the action, the power that is transmitted to the power motor 40 is exhausted.

Referring to FIG. 6 again, a second power source actuation diagram of the power system of the hybrid electric vehicle of the present invention is shown. When the power switching control system 70 is switched to power the power motor 40 (ie, the second power source), its power is output by the power motor 40, and enters the driven shaft 23 and the speed reducing mechanism 50 of the stepless transmission 20 via the one-way clutch 41. Transfer to the wheel axle 60. It is worth mentioning that when the speed reduction mechanism 50 transmits power to the wheel axle 60 from the driven shaft 23, it also passes through the belt 24 in the direction of the drive shaft 22, but when it is switched to power the power motor 40, the pulley The groove width adjusting mechanism 21 opens the opening of the movable sheave 211 and the fixed sheave 212 to be larger than the width of the belt 24, and causes the belt 24 to idle the drive shaft 22 to exhaust the power transmitted.

It should be noted here that since the one-way clutch 41 is a one-way power transmission structure, the power generated when the engine 10 is running cannot be transmitted to the power motor 40 without causing the power motor 40 to be overloaded and burned. The problem.

Furthermore, when the rotational speed of the driven shaft 23 and the rotating shaft of the power motor 40 are different, the power of the power motor 40 can be smoothly transmitted to the driven shaft 23 by the one-way clutch 41, for example, when the engine 10 is at When running at high speed, the driven shaft 23 will rotate at a high speed, so when the driver When the power of the power motor 40 is to be used, the one-way clutch 41 can smoothly transmit the power to the driven shaft 23 in a state where the engine 10 is gradually stopped from the high-speed operation to the low-speed operation. Alternatively, when the engine 10 is at a low speed, the driven shaft 23 will thus rotate at a low speed, so that when the driver wants to use the power of the power motor 40, the one-way clutch 41 can also be used to gradually start the engine 10 from a low speed operation to a high speed operation. In this state, the power motor 40 can smoothly transmit power to the driven shaft 23.

In summary, the engine of the present invention outputs power to the stepless transmission and outputs its power to the path of the load of the speed reduction mechanism connected to the wheel set, eliminating the need to use any clutch at all, thereby reducing wear and power loss of the machine. In addition, the one-way clutch of the present invention is equivalent to a unidirectional component, and is simply used for connecting a power transmission motor to a stepless transmission. Different from other conventional techniques, the one-way clutch is combined with other mechanisms as shown in FIG. The one-way clutch of the invention is very compact, is not easy to malfunction and has no problem of heat dissipation. The power system of the hybrid electric vehicle of the invention has the power motor and the starting and generating device disposed on the outer side of the vehicle body, that is, as far as possible away from the heat source of the engine, so that it is more susceptible to heat flow by the gas flow, and the setting can be more easily repaired. The benefits of replacement. Moreover, the arrangement of the design configuration can also reduce or even eliminate the need to use the fan configuration, saving the fan configuration and adding extra space.

In the above, it is merely described that the present invention is an embodiment or an embodiment of the technical means for solving the problem, and is not intended to limit the scope of implementation of the present invention. That is, the equivalent changes and modifications made in accordance with the scope of the patent application of the present invention or the scope of the patent of the present invention are the inventions. Covered by the scope of patents.

P10. . . engine

P11. . . Crankshaft

P20. . . electric motor

P30. . . Stepless transmission

P31. . . Belt

P32. . . Variable wheel

P33. . . Fixed wheel

P40. . . start the motor

10. . . engine

11. . . Crankshaft

20. . . Stepless transmission

twenty one. . . Wheel groove width adjustment mechanism

211. . . Movable pulley

212. . . Fixed pulley

213. . . motor

twenty two. . . Drive shaft

twenty three. . . Driven shaft

twenty four. . . Belt

30. . . Start-up and power generation unit

31. . . Rotary axis

40. . . Power motor

41. . . One-way clutch

50. . . Speed reduction mechanism

60. . . Wheel axle

70. . . Power switching control system

80. . . battery

1 is a cross-sectional view of a power system of a hybrid electric vehicle of the prior art; FIG. 2 is a cross-sectional view of a power system embodiment of the hybrid electric vehicle of the present invention; FIG. 3 is a system architecture diagram of a power system of the hybrid electric vehicle of the present invention; 4 is a schematic view showing the configuration of the embodiment of FIG. 3; FIG. 5 is a schematic diagram showing the operation of the first power source of the power system of the hybrid electric vehicle of the present invention; and FIG. 6 is the second power source of the power system of the hybrid electric vehicle of the present invention. schematic diagram.

10. . . engine

20. . . Stepless transmission

twenty one. . . Wheel groove width adjustment mechanism

30. . . Start-up and power generation unit

40. . . Power motor

41. . . One-way clutch

50. . . Speed reduction mechanism

60. . . Wheel axle

70. . . Power switching control system

80. . . battery

Claims (5)

A power system of a hybrid electric vehicle includes an engine, a stepless transmission, a starting and power generating device, a power motor, a power switching control system, and a battery, the engine providing a first power source, the engine having An output power crankshaft having a pulley width adjustment mechanism, a drive shaft, a driven shaft, and a belt connecting the drive shaft and the driven shaft, the pulley groove width adjusting mechanism connecting the drive a movable pulley of the shaft to control the diameter of the belt to be wound around the drive shaft, the start-and-generate device having a rotating shaft for starting the engine or the engine to generate electricity, the power motor providing a second power source, And connecting to the stepless transmission, the power switching control system is configured to switch the operation timing of the first power source or the second power source, the battery is coupled to the starting and power generating device, the pulley groove width adjusting mechanism, and the power motor And the power switching control system, wherein the crankshaft is connected to the driving shaft, and the rotating shaft of the starting and power generating device is also connected to the driving shaft, The crankshaft, the drive shaft and the rotating shaft are in the same axis state, and the belt is located between the pulley groove width adjusting mechanism and the crankshaft, the pulley groove width adjusting mechanism, the starting and power generating device, and the a power motor is located on the same side of the stepless transmission and on a different side of the engine with respect to the belt, the pulley groove width adjusting mechanism, the stepless transmission and the power motor position are located near the outer side of the vehicle body, The pulley groove width adjusting mechanism is electronic, and the power motor is connected with the driven shaft of the stepless transmission by a one-way clutch, so that the power motor provides the power list Transmitting to the driven shaft, the starting and power generating device has a starting engine mode and a power generating recharging mode, wherein the starting engine mode drives the driving shaft by the starting and generating device, and drives the crankshaft of the engine via the driving shaft The engine is started to run, and after the engine is running, power is generated by the driving of the crankshaft in the power generation recharging mode, and the charging force is returned to the battery. The power system of the hybrid electric vehicle according to claim 1, wherein the one-way clutch is a one-way component that is connected to the power motor and the driven shaft by a shaft connection, a gear set or a belt set. . For example, the power system of the hybrid electric vehicle according to the first aspect of the patent application, wherein the hybrid electric vehicle is an all terrain four-wheeled off-road vehicle or a utility vehicle. The power system of the hybrid electric vehicle according to claim 1, wherein the driven shaft of the stepless transmission is further connected to a speed reduction mechanism, and the speed reduction mechanism is connected to a wheel axle, and the power of the driven shaft is The speed reduction mechanism is transmitted to the wheel axle. The power system of the hybrid electric vehicle according to claim 4, wherein the speed reduction mechanism comprises a hand shifting fork type high and low gear to adjust a reduction ratio.